CN108674442B - Train wheelbase detection method and system - Google Patents
Train wheelbase detection method and system Download PDFInfo
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- CN108674442B CN108674442B CN201810756122.1A CN201810756122A CN108674442B CN 108674442 B CN108674442 B CN 108674442B CN 201810756122 A CN201810756122 A CN 201810756122A CN 108674442 B CN108674442 B CN 108674442B
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- 238000001514 detection method Methods 0.000 title claims abstract description 58
- 238000000034 method Methods 0.000 claims abstract description 11
- 238000004364 calculation method Methods 0.000 claims description 16
- 238000012935 Averaging Methods 0.000 claims description 4
- 238000004590 computer program Methods 0.000 claims description 3
- 238000010586 diagram Methods 0.000 description 12
- 238000005259 measurement Methods 0.000 description 6
- 238000000691 measurement method Methods 0.000 description 4
- 238000005299 abrasion Methods 0.000 description 2
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L1/00—Devices along the route controlled by interaction with the vehicle or train
- B61L1/16—Devices for counting axles; Devices for counting vehicles
- B61L1/163—Detection devices
- B61L1/166—Optical
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
- B61K9/00—Railway vehicle profile gauges; Detecting or indicating overheating of components; Apparatus on locomotives or cars to indicate bad track sections; General design of track recording vehicles
- B61K9/08—Measuring installations for surveying permanent way
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L1/00—Devices along the route controlled by interaction with the vehicle or train
- B61L1/02—Electric devices associated with track, e.g. rail contacts
- B61L1/10—Electric devices associated with track, e.g. rail contacts actuated by electromagnetic radiation; actuated by particle radiation
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or trains
- B61L25/021—Measuring and recording of train speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/50—Trackside diagnosis or maintenance, e.g. software upgrades
- B61L27/57—Trackside diagnosis or maintenance, e.g. software upgrades for vehicles or trains, e.g. trackside supervision of train conditions
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or trains
- B61L25/023—Determination of driving direction of vehicle or train
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Health & Medical Sciences (AREA)
- Biomedical Technology (AREA)
- General Health & Medical Sciences (AREA)
- Physics & Mathematics (AREA)
- Electromagnetism (AREA)
- Length Measuring Devices By Optical Means (AREA)
- Length Measuring Devices With Unspecified Measuring Means (AREA)
- Train Traffic Observation, Control, And Security (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The disclosure relates to a train wheelbase detection method and system, wherein the method comprises the following steps: judging whether a train wheel passes through at least two non-contact sensors at present according to sensing data of the at least two non-contact sensors arranged on the outer side of a train track; when it is determined that a train wheel passes through the at least two non-contact sensors currently, calculating a moving speed of the train wheel according to sensing data of the at least two non-contact sensors, and calculating a first time interval when an adjacent train wheel passes through the same non-contact sensor of the at least two non-contact sensors; and calculating the wheelbase of the adjacent train wheels according to the moving speed and the first time interval. The method and the device can improve the adaptability of the wheel base detection of the train wheels.
Description
Technical Field
The disclosure relates to a train wheelbase detection method and system.
Background
In the related art of data measurement in the railway field, it is possible to provide necessary train data information to a railway department by measuring wheel bases of trains passing through a certain railway section and analyzing information of the trains according to the measured data.
In the related art, a method for measuring wheel base of a train includes manually measuring distances between two sets of wheels of the train by means of customized gauges. The measuring mode is mainly suitable for trains in a static state. And another type of train wheel base measurement method includes a sensor-based running train wheel base measurement method. This method uses sensors mounted on the rail to measure the signal of the wheel passing and thus calculate the wheel base.
Disclosure of Invention
The inventor finds that the manual measurement method in the related art is difficult to be suitable for measuring wheel-axle distance of a running train, and the sensor-based measurement method needs to install a sensor on a rail and is easily influenced by factors such as the distance between the wheel and the sensor, the speed of the vehicle and the like, so that a certain adaptability problem exists.
In view of the above, the embodiments of the present disclosure provide a method and a system for detecting a wheelbase of a train, which can improve the adaptability of detecting the wheelbase of wheels of the train.
In one aspect of the present disclosure, there is provided a train wheelbase detection method including:
judging whether a train wheel passes through at least two non-contact sensors at present according to sensing data of the at least two non-contact sensors arranged on the outer side of a train track;
when it is determined that a train wheel passes through the at least two non-contact sensors currently, calculating a moving speed of the train wheel according to sensing data of the at least two non-contact sensors, and calculating a first time interval when an adjacent train wheel passes through the same non-contact sensor of the at least two non-contact sensors;
and calculating the wheelbase of the adjacent train wheels according to the moving speed and the first time interval.
In some embodiments, the determining operation includes:
comparing the distance values of the train wheels currently sensed by the at least two non-contact sensors with a preset distance threshold range respectively;
and when the distance values are all within the distance threshold range, determining that the train wheels pass through the at least two non-contact sensors currently.
In some embodiments, the operation of calculating the movement speed comprises:
calculating a second time interval when the train wheel passes through each non-contact sensor according to the moment when the train wheel passes through each non-contact sensor in the at least two non-contact sensors respectively;
and calculating the moving speed of the train wheels according to the second time interval and the set distance between the non-contact sensors.
In some embodiments, in calculating the movement speed, further comprising:
arithmetically averaging the movement speed calculated from the second time interval at which the train wheel passes each two non-contact sensors;
and taking the calculated arithmetic average value of the moving speed as the moving speed of the train wheel.
In some embodiments, the operation of calculating the first time interval comprises:
and calculating the first time interval according to the moment when the adjacent train wheels respectively pass through the same non-contact sensor in the at least two non-contact sensors.
In some embodiments, in calculating the first time interval, further comprising:
arithmetically averaging first time intervals of the adjacent train wheels passing through each non-contact sensor respectively;
and taking the calculated arithmetic average value of the first time interval as the first time interval.
In some embodiments, the non-contact sensor comprises a photosensor.
In some embodiments, the photosensor comprises a laser ranging sensor.
In another aspect of the present disclosure, there is provided a train wheelbase detection system comprising:
at least two non-contact sensors arranged outside the train track for sensing train wheels running on the train track;
the judging unit is used for judging whether the train wheels pass through the at least two non-contact sensors currently according to the sensing data of the at least two non-contact sensors;
a first calculation unit configured to calculate a moving speed of a train wheel according to sensing data of the at least two non-contact sensors when the judgment unit determines that the train wheel passes the at least two non-contact sensors currently; and
and the second calculation unit is used for calculating a first time interval when the adjacent train wheels pass through the same non-contact sensor in the at least two non-contact sensors, and calculating the wheelbase of the adjacent train wheels according to the moving speed and the first time interval.
In some embodiments, the non-contact sensor comprises a photosensor.
In some embodiments, the photoelectric sensor includes a laser ranging sensor whose intersection point of a laser light path with a vertical plane corresponding to the train track is in a range from an upper surface of the train track to a height of the train wheel.
In some embodiments, the laser path of the laser ranging sensor is perpendicular to the train track.
In some embodiments, further comprising:
the mounting base is arranged at a position with preset spacing on the outer side of the train track;
wherein the at least two non-contact sensors are arranged on the mounting base at intervals along the extending direction of the train track.
In some embodiments, the line of the at least two non-contact sensors is parallel to the train track.
In some embodiments, the at least two non-contact sensors are disposed at the same distance from the train track or at different distances from the train track, and each correspond to a different range of the distance threshold.
In some embodiments, the at least two non-contact sensors are disposed outside of at least two train tracks, and the distance values sensed by the at least two non-contact sensors for the train wheels operating on the at least two train tracks correspond to different distance threshold ranges, respectively.
In another aspect of the present disclosure, there is provided a train wheelbase detection system comprising:
a memory; and
a processor coupled to the memory, the processor configured to perform the aforementioned train wheelbase detection method based on instructions stored in the memory.
In another aspect of the present disclosure, a computer readable storage medium is provided, on which a computer program is stored which, when executed by a processor, implements the aforementioned train wheelbase detection method.
Therefore, according to the embodiment of the present disclosure, the train wheels are sensed by the non-contact sensor provided at the outside of the train track, and the moving speed is calculated according to the sensed data, and then the time interval for the adjacent train wheels to pass through the non-contact sensor is calculated, and the wheelbase of the train wheels is further calculated according to the moving speed and the time interval. The wheelbase detection mode not only can realize the measurement of the wheelbase of the running train, but also can reduce the influence of other factors, so that the adaptability of the wheelbase detection of the train is improved.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description, serve to explain the principles of the disclosure.
The disclosure may be more clearly understood from the following detailed description taken in conjunction with the accompanying drawings in which:
fig. 1 is a block schematic diagram of some embodiments of a train wheelbase detection system according to the present disclosure.
FIG. 2 is a schematic diagram of a detection scenario according to some embodiments of the train wheelbase detection system of the present disclosure;
fig. 3 is a schematic diagram of the arrangement of the laser ranging sensor in the embodiment of fig. 2.
Fig. 4 is a schematic diagram of the embodiment of fig. 2 in which the wheel is determined to pass.
Fig. 5 is a flow diagram of some embodiments of a train wheelbase detection method according to the present disclosure.
Fig. 6 is a block schematic diagram of further embodiments of a train wheelbase detection system according to the present disclosure.
It should be understood that the dimensions of the various elements shown in the figures are not drawn to actual scale. Further, the same or similar reference numerals denote the same or similar members.
Detailed Description
Various exemplary embodiments of the present disclosure will now be described in detail with reference to the accompanying drawings. The description of the exemplary embodiments is merely illustrative, and is in no way intended to limit the disclosure, its application, or uses. The present disclosure may be embodied in many different forms and is not limited to the embodiments described herein. These embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art. It should be noted that: the relative arrangement of parts and steps, numerical expressions and numerical values set forth in these embodiments should be construed as exemplary only, and not limiting unless otherwise specifically stated.
The terms "first," "second," and the like, as used in this disclosure, do not denote any order, quantity, or importance, but rather are used to distinguish one element from another. The word "comprising" or "comprises" and the like means that elements preceding the word encompass the elements recited after the word, and not exclude the possibility of also encompassing other elements. "upper", "lower", "left", "right", etc. are used merely to indicate relative positional relationships, which may also be changed when the absolute position of the object to be described is changed.
In this disclosure, when a particular device is described as being located between a first device and a second device, there may or may not be an intervening device between the particular device and either the first device or the second device. When it is described that a particular device is connected to other devices, the particular device may be directly connected to the other devices without intervening devices, or may be directly connected to the other devices without intervening devices.
All terms (including technical or scientific terms) used in this disclosure have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs, unless specifically defined otherwise. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the relevant art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.
Techniques, methods, and apparatus known to one of ordinary skill in the relevant art may not be discussed in detail, but are intended to be part of the specification where appropriate.
In some related art, sensors mounted on rails are used to measure the signal of the wheel passing and thus calculate the wheel base. The vertical distance between the train wheels and the sensors on the rails cannot be kept consistent continuously due to abrasion of the train wheels or errors in manufacturing, so that the signals received by the sensors are different, and the detection result of the train wheelbase is affected. On the other hand, when the train running speed is low, the signal received by the sensor is weak and difficult to detect, so that the sensor is not suitable for detecting the wheelbase of a low-speed train.
In view of the above, the embodiments of the present disclosure provide a method and a system for detecting a wheelbase of a train, which can improve the adaptability of detecting the wheelbase of wheels of the train.
Fig. 1 is a block schematic diagram of some embodiments of a train wheelbase detection system according to the present disclosure. Referring to fig. 1, in some embodiments, a train wheelbase detection system includes: at least two non-contact sensors a, B, C, a judging unit 30, a first calculating unit 40 and a second calculating unit 50. At least two non-contact sensors a, B, C are arranged outside the train track for sensing the train wheels running on said train track. In the present embodiment, by using at least two non-contact sensors, judgment of wheel passing, calculation of wheel passing time interval, and the like can be performed based on signals sensed by the respective non-contact sensors. The non-contact sensor can sense the measured object under the condition of not contacting the measured object, for example, based on the principles of light, sound, magnetism or rays, and the like, the measurement of specific parameters of the measured object can be realized. The non-contact sensor is used for sensing the train wheels running on the train track, so that adverse effects of factors such as wheel abrasion or manufacturing errors and the like on a measurement result in the related technology can be reduced while the detection of the train in a moving state is realized; in addition, the wheelbase detection of the low-speed train can be realized, so that the adaptability of a detection scene is better.
In some embodiments, a photocell may be employed as a sensor of the detection element, i.e. a photosensor, which converts the sensed optical signal into an electrical signal for output by means of the photocell. Furthermore, the photoelectric sensor can be a laser ranging sensor capable of realizing a ranging function, can be arranged on one side of a train track as required, can realize remote measurement based on the characteristic of light concentration, and can eliminate adverse effects of external light environment on a measurement result. In other embodiments, the photoelectric sensor may also employ a photoelectric correlation sensor, or the like.
Among three or more non-contact sensors, a part of the non-contact sensors may be provided as redundant non-contact sensors, and switching can be performed with the failed non-contact sensor when a failure occurs, so as to ensure the continuity of detection.
In this embodiment, the determining unit 30 is configured to determine whether a train wheel passes by the at least two non-contact sensors according to the sensing data of the at least two non-contact sensors. Determining the passage of the train wheels based on the sensed data of at least two non-contact sensors may avoid detection errors caused by some special situations. For example, when other objects enter the sensing range of a certain non-contact sensor for a short time or errors or faults occur in the certain non-contact sensor, the sensed data of a plurality of non-contact sensors are usually different from the regularity that the train wheels sequentially pass through each non-contact sensor, so that the situation that the train wheels do not pass through can be effectively eliminated.
For the distance-measuring non-contact sensor, the determining unit 30 may compare the distance values of the wheels of the train currently sensed by at least two non-contact sensors with the preset distance threshold ranges, respectively, when determining. When the distance values sensed by the respective non-contact sensors are within the distance threshold range, it may be determined that there is currently a train wheel passing by the at least two non-contact sensors. The distance threshold range may be predetermined based on the actual distance of the non-contact sensor from the train wheel that entered the sensing range of the non-contact sensor.
In some embodiments, for convenience of calculation, the setting positions of at least two non-contact sensors may be the same as the distance between the train track, so that the distances between the non-contact sensors and the wheels of the train are the same, and a uniform distance threshold range may be set. In other embodiments, the distance from some or all of the at least two non-contact sensors to the train track may be different, with corresponding non-contact sensors having different settable distances corresponding to different distance threshold ranges.
In addition, the at least two non-contact sensors are also not limited to detection of a train wheel passing through a single train track (including two rails), but are also applicable to detection of a train wheel passing through multiple train tracks. When a train passes through one of the plurality of train tracks side by side, the train wheels running on that train track may be sensed by at least two non-contact sensors. Accordingly, the distance values sensed by the non-contact sensor correspond to different distance threshold ranges for the wheels of the train running on different train tracks. For example, for a train track on the side closer to the non-contact sensor, the corresponding distance threshold range is relatively small, while for a train track on the side farther from the non-contact sensor, the corresponding distance threshold range is relatively large.
When the judging unit 30 determines that there is a train wheel passing the at least two non-contact sensors, the first calculating unit 40 is configured to calculate the moving speed of the train wheel based on the sensed data of the at least two non-contact sensors. Specifically, the first calculating unit may calculate the second time interval for the train wheel to pass each of the at least two non-contact sensors according to the time when the train wheel passes each of the at least two non-contact sensors.
For example, if it can be determined from the sensing data of the non-contact sensors that the time of three non-contact sensors respectively passed by a certain train wheel is T 1 、T 2 And T 3 The time interval of the train wheel passing through the first two non-contact sensors can be further calculated to be T 12 ＝T 2 -T 1 The time interval passing through the last two non-contact sensors is T 23 ＝T 3 -T 2 . If necessary, the time interval T of the wheels of the train passing the first and last non-contact sensor can also be calculated 13 ＝T 3 -T 1 。
Since the setting distance between the respective sensors has been determined when the noncontact sensors are set. The first calculation unit 40 may calculate the moving speed of the train wheel according to the calculated second time interval and the set distance between the respective non-contact sensors.
In calculating the moving speed of the train wheels, the second time interval T of the train wheels passing through the two non-contact sensors m and n can be selected mn And a corresponding set distance L mn Performing calculation. Assuming that the line connecting the two non-contact sensors is parallel to the train track, the movement speed v=l of the train wheel can be calculated mn /T mn 。
In order to increase the reliability of the movement speed calculation, the calculation of the movement speed may further include: an arithmetic average of the movement speeds calculated from the second time intervals at which the train wheel passes by each two noncontact sensors is performed, and the calculated arithmetic average of the movement speeds is taken as the movement speed of the train wheel. For example, when it is determined that a certain train wheel passes each two of the three non-contact sensors, the second time interval is T 12 、T 23 And T 13 The corresponding non-contact sensors are respectively arranged with a distance L 12 、L 23 And L 13 . When calculating the moving speed, three moving speeds, v respectively, can be calculated 12 、v 23 And v 13 . Then, an arithmetic average value of the respective movement speeds is calculated and supplied to the second calculation unit 50 as the movement speed used in calculating the wheelbase, that is, v= (v) 12 +v 23 +v 13 )/3。
The second calculating unit 50 is configured to calculate a first time interval when an adjacent train wheel passes by the same one of the at least two non-contact sensors, and calculate a wheelbase of the adjacent train wheel according to the moving speed and the first time interval. When calculating the first time interval, one non-contact sensor can be selected to sense two corresponding moments T when two adjacent train wheels pass a And T b . Based on these two moments T a And T b The time interval T of two adjacent wheels passing through the non-contact sensor in turn can be calculated ab ＝T b -T a . The second calculation unit 50 calculates a time interval T according to the calculated time interval ab And the movement speed v determined by the first calculation module 40, the wheelbase w=v×t of the adjacent two train wheels can be found ab 。
In order to increase the reliability of the wheelbase calculation, the first is calculatedThe time interval may further include: and respectively carrying out arithmetic average on the adjacent train wheels passing through the first time interval of each non-contact sensor, and taking the calculated arithmetic average of the first time interval as the first time interval. For example, at the time of determining that the first of the adjacent two train wheels passes three non-contact sensors A, B, C is T respectively Aa 、T Ba And T Ca The second time of passing through the three non-contact sensors A, B, C is T respectively Ab 、T Bb And T Cb . Further, the first time interval of two adjacent train wheels passing through each non-contact sensor A, B, C is respectively calculated to be T A 、T B And T C . Then, an arithmetic average t= (T) of the respective first time intervals is calculated A +T B +T C ) And/3) and takes this as the first time interval to be used in calculating the wheelbase.
Fig. 2 is a schematic diagram of a detection scenario according to some embodiments of the train wheelbase detection system of the present disclosure. Fig. 3 is a schematic diagram of the arrangement of the laser ranging sensor in the embodiment of fig. 2. Fig. 4 is a schematic diagram of the embodiment of fig. 2 in which the wheel is determined to pass. Referring to fig. 2-4, in some embodiments, a plurality of non-contact sensors A, B, C are disposed outside the train track 1 at a preset distance from the train track 1. The non-contact sensor is a laser ranging sensor. Such a non-contact sensor may emit laser pulses directed at a particular target by a laser diode, the laser light being scattered in various directions after reflection by the target, wherein a portion of the scattered light may be received by a receiver of the laser ranging sensor. The distance D from the target to the laser ranging sensor can be calculated according to the time of laser emission and laser receiving A 、D B 、D C . The laser ranging sensor, when applied to the present embodiment, can be manufactured by measuring whether the distance of the train wheel entering the sensing range thereof is within a preset threshold range D min ，D max ]And determining whether a train wheel passes through the laser ranging sensor.
When a plurality of laser ranging sensors are arranged, the laser transmitting ends of the laser ranging sensors can be respectively directed to the train track. In order to effectively realize the detection of the train wheels, the intersection point of the emitted laser light path 4 of the laser ranging sensor and the vertical plane corresponding to the train track 1 can be located in the range from the upper surface of the train track 1 to the height of the train wheels 3. In other words, the train wheel 3 is enabled to sequentially pass through the sensing ranges of the respective laser ranging sensors while passing through the road section where the laser ranging sensors are provided.
Each axle of the train is typically provided with at least two train wheels. When two coaxial train wheels are sensed by the laser ranging sensor at different times, the difficulty of detection and calculation may be increased, so that the laser ranging sensor may emit laser light in some embodiments with a path perpendicular to the train track. Of course, in other embodiments, the laser path emitted by the laser ranging sensor may be non-perpendicular to the train track based on other factors.
Referring to fig. 2 and 3, in some embodiments, the train wheelbase detection system may further include a mounting base 2. The mounting base 2 is provided at a position of a preset distance D outside the train track 1. At least two non-contact sensors may be provided on the mounting base 2 at intervals along the extending direction of the train track 1. The noncontact sensors A, B, C, for example, in fig. 3, are provided on the mounting base 2 at intervals from left to right. The distance between the non-contact sensors A, B, C after installation is L respectively 12 、L 23 And L 13 . For the sake of easy calculation, the distance L between adjacent non-contact sensors can be set 12 、L 23 Equal.
In addition, in the embodiment of fig. 3, it is also possible to provide the connection line of at least two non-contact sensors parallel to the train track. In other embodiments, the line of non-contact sensors may be non-parallel to the train track. Correspondingly, when the moving speed of the train wheel is calculated, the moving distance of the train wheel when passing through the two non-contact sensors is determined according to the projection of the connecting line of the two non-contact sensors on the train track.
In some embodiments, at least two non-contact sensors may be disposed outside of at least two train tracks. For a range-finding non-contact sensor, at least two non-contact sensors may enable wheelbase detection of a train running on more than two train tracks. Accordingly, the non-contact sensor is at a different distance from different train tracks.
Taking a laser ranging sensor as an example, for a train track near one side of the laser ranging sensor, a distance threshold range corresponding to a distance value of a train wheel sensed by at least two laser ranging sensors is relatively small. For the train track far away from one side of the laser ranging sensors, the range of the distance threshold corresponding to the distance value of the train wheels sensed by at least two laser ranging sensors is relatively larger. That is, the distance values of the train wheels operating on the at least two train tracks sensed by the laser ranging sensor correspond to different distance threshold ranges, respectively.
With reference to the foregoing train wheelbase detection system, embodiments of the present disclosure further provide a plurality of embodiments of a train wheelbase detection method. Fig. 5 is a flow diagram of some embodiments of a train wheelbase detection method according to the present disclosure. Referring to fig. 5, in some embodiments, the train wheelbase detection method includes steps 100-400. In step 100, it is determined whether a train wheel passes by at least two non-contact sensors disposed outside a train track according to sensing data of the at least two non-contact sensors. For a distance-measuring contactless sensor, the distance values of the train wheels currently sensed by the at least two contactless sensors can be respectively compared with a preset distance threshold range. And when the distance values are all within the distance threshold range, determining that the train wheels pass through the at least two non-contact sensors currently.
In step 200, when it is determined that there is a train wheel currently passing the at least two non-contact sensors, a moving speed of the train wheel is calculated according to sensing data of the at least two non-contact sensors. In particular, the second time interval for the train wheel to pass each of the at least two non-contact sensors may be calculated based on the time at which the train wheel passes each of the at least two non-contact sensors. Then, the moving speed of the train wheel is calculated according to the second time interval and the set distance between the non-contact sensors.
In calculating the movement speed, the movement speed calculated from the second time interval at which the train wheel passes through any two of the noncontact sensors may be arithmetically averaged. Then, the calculated arithmetic average of the moving speeds is taken as the moving speed of the train wheel.
In step 300, a first time interval for an adjacent train wheel to pass the same one of the at least two non-contact sensors is calculated. In particular, the first time interval may be calculated from the time at which the adjacent train wheel passes the same one of the at least two non-contact sensors, respectively. In addition, when calculating the first time interval, an arithmetic average may be performed for the first time interval that the adjacent train wheels respectively pass each non-contact sensor. Then, the calculated arithmetic average value of the first time interval is taken as the first time interval.
In step 400, the wheelbase of the adjacent train wheel is calculated from the speed of movement and the first time interval. The above steps may be performed by one or more local servers or remote service platforms in communication with the contactless sensor. And the distance threshold range may be pre-stored at a local server or a remote service platform.
Fig. 6 is a block schematic diagram of further embodiments of a train wheelbase detection system according to the present disclosure. Referring to fig. 6, in some embodiments, a train wheelbase detection system includes: a memory 60 and a processor 70 coupled to the memory. The processor 70 is configured to perform an embodiment of any of the aforementioned train wheelbase detection methods based on instructions stored in the memory 60.
The disclosed embodiments also provide a computer readable storage medium having stored thereon a computer program which when executed by a processor implements an embodiment of a method of wheelbase detection of any of the foregoing.
In this specification, various embodiments are described in an incremental manner, where the emphasis of each embodiment is different, and where the same or similar parts of each embodiment are referred to each other. For the method embodiment, because the whole and the related steps have corresponding relation with the content in the system embodiment, the description is simpler, and the relevant points are only needed to be referred to in the part of the description of the system embodiment.
Thus, various embodiments of the present disclosure have been described in detail. In order to avoid obscuring the concepts of the present disclosure, some details known in the art are not described. How to implement the solutions disclosed herein will be fully apparent to those skilled in the art from the above description.
Although some specific embodiments of the present disclosure have been described in detail by way of example, it should be understood by those skilled in the art that the above examples are for illustration only and are not intended to limit the scope of the present disclosure. It will be understood by those skilled in the art that the foregoing embodiments may be modified and equivalents substituted for elements thereof without departing from the scope and spirit of the disclosure. The scope of the present disclosure is defined by the appended claims.
Claims (15)
1. A train wheelbase detection method comprising:
judging whether a train wheel passes through at least two non-contact sensors at present according to sensing data of the at least two non-contact sensors arranged on the outer side of a train track;
when it is determined that a train wheel passes through the at least two non-contact sensors currently, calculating a moving speed of the train wheel according to sensing data of the at least two non-contact sensors, and calculating a first time interval when an adjacent train wheel passes through the same non-contact sensor of the at least two non-contact sensors;
calculating wheelbases of the adjacent train wheels according to the moving speed and the first time interval;
wherein the non-contact sensor comprises a photoelectric sensor;
the at least two non-contact sensors are arranged on the outer sides of at least two train tracks, and the distance values of the train wheels running on the at least two train tracks, which are sensed by the at least two non-contact sensors, respectively correspond to different distance threshold ranges.
2. The train wheelbase detection method of claim 1 wherein the determining operation comprises:
comparing the distance values of the train wheels currently sensed by the at least two non-contact sensors with a preset distance threshold range respectively;
and when the distance values are all within the distance threshold range, determining that the train wheels pass through the at least two non-contact sensors currently.
3. The train wheelbase detection method of claim 1 wherein the operation of calculating the movement speed comprises:
calculating a second time interval when the train wheel passes through each non-contact sensor according to the moment when the train wheel passes through each non-contact sensor in the at least two non-contact sensors respectively;
and calculating the moving speed of the train wheels according to the second time interval and the set distance between the non-contact sensors.
4. The train wheelbase detection method of claim 3 wherein, when calculating the movement speed, further comprising:
arithmetically averaging the movement speed calculated from the second time interval at which the train wheel passes through any two non-contact sensors;
and taking the calculated arithmetic average value of the moving speed as the moving speed of the train wheel.
5. A train wheelbase detection method according to claim 3, wherein the operation of calculating the first time interval comprises:
and calculating the first time interval according to the moment when the adjacent train wheels respectively pass through the same non-contact sensor in the at least two non-contact sensors.
6. The train wheelbase detection method of claim 5 wherein, when calculating the first time interval, further comprising:
arithmetically averaging first time intervals of the adjacent train wheels passing through each non-contact sensor respectively;
and taking the calculated arithmetic average value of the first time interval as the first time interval.
7. The train wheelbase detection method of claim 1 wherein the photoelectric sensor comprises a laser ranging sensor.
8. A train wheelbase detection system comprising:
at least two non-contact sensors arranged outside the train track for sensing train wheels running on the train track;
the judging unit is used for judging whether the train wheels pass through the at least two non-contact sensors currently according to the sensing data of the at least two non-contact sensors;
a first calculation unit configured to calculate a moving speed of a train wheel according to sensing data of the at least two non-contact sensors when the judgment unit determines that the train wheel passes the at least two non-contact sensors currently; and
a second calculation unit for calculating a first time interval when an adjacent train wheel passes through the same one of the at least two non-contact sensors, and calculating a wheel base of the adjacent train wheel according to the moving speed and the first time interval;
wherein the non-contact sensor comprises a photoelectric sensor;
the at least two non-contact sensors are arranged on the outer sides of at least two train tracks, and the distance values of the train wheels running on the at least two train tracks, which are sensed by the at least two non-contact sensors, respectively correspond to different distance threshold ranges.
9. The train wheelbase detection system of claim 8 wherein the photoelectric sensor comprises a laser ranging sensor having an intersection of a laser light path with a vertical plane corresponding to the train track within a range of a height of the train wheel from an upper surface of the train track.
10. The train wheelbase detection system of claim 9 wherein the laser ranging sensor emits a laser light path perpendicular to the train track.
11. The train wheelbase detection system of claim 8 further comprising:
the mounting base is arranged at a position with preset spacing on the outer side of the train track;
wherein the at least two non-contact sensors are arranged on the mounting base at intervals along the extending direction of the train track.
12. The train wheelbase detection system of claim 11 wherein a line of the at least two non-contact sensors is parallel to the train track.
13. The train wheelbase detection system of claim 9 wherein the at least two non-contact sensors are each located at the same distance from the train track or at different distances from the train track and correspond to different distance threshold ranges, respectively.
14. A train wheelbase detection system comprising:
a memory; and
a processor coupled to the memory, the processor configured to perform the train wheelbase detection method of any one of claims 1 to 7 based on instructions stored in the memory.
15. A computer readable storage medium having stored thereon a computer program which when executed by a processor implements a method of wheelbase detection according to any one of claims 1 to 7.
Priority Applications (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810756122.1A CN108674442B (en) | 2018-07-11 | 2018-07-11 | Train wheelbase detection method and system |
| PCT/CN2019/089522 WO2020010962A1 (en) | 2018-07-11 | 2019-05-31 | Train wheelbase detection method and system |
| EP19812656.7A EP3626574A4 (en) | 2018-07-11 | 2019-05-31 | Train wheelbase detection method and system |
| BR102019014301-0A BR102019014301B1 (en) | 2018-07-11 | 2019-07-10 | METHOD AND SYSTEM FOR MEASURING DISTANCE BETWEEN TRAIN AXLES, AND COMPUTER READABLE STORAGE MEDIUM |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810756122.1A CN108674442B (en) | 2018-07-11 | 2018-07-11 | Train wheelbase detection method and system |
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| Publication Number | Publication Date |
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| CN108674442A CN108674442A (en) | 2018-10-19 |
| CN108674442B true CN108674442B (en) | 2023-11-10 |
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| CN201810756122.1A Active CN108674442B (en) | 2018-07-11 | 2018-07-11 | Train wheelbase detection method and system |
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| EP (1) | EP3626574A4 (en) |
| CN (1) | CN108674442B (en) |
| BR (1) | BR102019014301B1 (en) |
| WO (1) | WO2020010962A1 (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN108674442B (en) * | 2018-07-11 | 2023-11-10 | 同方威视技术股份有限公司 | Train wheelbase detection method and system |
| EP3766758B1 (en) * | 2019-07-19 | 2022-06-01 | Frauscher sensortechnik GmbH | Method for measuring wear of a rail and evaluation system |
| CN110595804B (en) * | 2019-10-09 | 2024-03-01 | 哈尔滨市科佳通用机电股份有限公司 | Intelligent fault detection system for running part of railway wagon |
| CN111044751B (en) * | 2019-12-31 | 2021-01-19 | 神州高铁技术股份有限公司 | Speed measuring method, storage medium and rail edge detection system |
| CN113624140A (en) * | 2020-07-27 | 2021-11-09 | 北京镭格之光测量技术有限公司 | Online measuring device and method for wheel cake parameters of railway vehicle |
| CN112455501A (en) * | 2020-10-21 | 2021-03-09 | 中铁第四勘察设计院集团有限公司 | System and method for detecting overlength of wheel axle distance of railway vehicle |
| CN113573012B (en) * | 2021-06-08 | 2024-05-07 | 四川临丰医疗科技有限公司 | Medicine safety intelligent detection early warning and management system based on big data |
| CN115140118A (en) * | 2022-07-15 | 2022-10-04 | 北京全路通信信号研究设计院集团有限公司 | Axle counting method and system |
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Also Published As
| Publication number | Publication date |
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| BR102019014301B1 (en) | 2024-01-23 |
| EP3626574A1 (en) | 2020-03-25 |
| CN108674442A (en) | 2018-10-19 |
| EP3626574A4 (en) | 2021-03-17 |
| WO2020010962A1 (en) | 2020-01-16 |
| BR102019014301A2 (en) | 2020-01-28 |
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