CN111337704B - Speed measuring system and speed measuring method - Google Patents
Speed measuring system and speed measuring method Download PDFInfo
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- CN111337704B CN111337704B CN201811558045.5A CN201811558045A CN111337704B CN 111337704 B CN111337704 B CN 111337704B CN 201811558045 A CN201811558045 A CN 201811558045A CN 111337704 B CN111337704 B CN 111337704B
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- 238000005259 measurement Methods 0.000 claims abstract description 36
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- 239000000725 suspension Substances 0.000 claims abstract description 19
- 238000003384 imaging method Methods 0.000 claims description 68
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- 238000005339 levitation Methods 0.000 claims description 8
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- 238000000827 velocimetry Methods 0.000 claims 10
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
- G01P3/00—Measuring linear or angular speed; Measuring differences of linear or angular speeds
- G01P3/64—Devices characterised by the determination of the time taken to traverse a fixed distance
- G01P3/68—Devices characterised by the determination of the time taken to traverse a fixed distance using optical means, i.e. using infrared, visible, or ultraviolet light
Abstract
The embodiment of the application provides a speed measuring system and a speed measuring method. The system that tests the speed includes: the identification piece is used for being fixed with a track, a plurality of first identification areas are arranged on the upper side of the identification piece at intervals along the track, and the length of each first identification area along the track is smaller than the distance between sleepers of the track; wherein a single said first discrimination zone is a first displacement along the length of said track; the time acquisition device is used for being fixed at the bottom of the train to acquire the time of passing through the first displacement; and the processing unit is used for calculating a first speed according to the first displacement and the time passing through the first displacement. The speed measuring system is used for measuring the speed. The embodiment of the application is used for solving the technical problem that the speed measurement accuracy of the running magnetic suspension train is low.
Description
Technical Field
The application relates to the technical field of electric locomotives, in particular to a speed measuring system and a speed measuring method.
Background
A sensor counting sleeper speed measuring method of a magnetic suspension train utilizes the eddy current effect or different electromagnetic characteristics of metal and adopts an eddy current type sensor or a variable reluctance type sensor to detect the periodic structure of a track according to the nondestructive detection principle, thereby realizing mileage and speed detection. The sensor is arranged at the bottom of the train carriage, and the sensor coil is electrified with alternating current with certain frequency. When the sensor passes through the metal sleeper, parameters such as inductance, impedance, quality factor and the like of the coil are changed due to the influence of the eddy current effect. Detecting changes in these parameters allows tie counting to be accomplished. However, the accuracy of the sleeper velocity measurement method by using the sensor counting is limited by the distance between sleepers. When the maglev train runs at low speed, the number of the trains passing through the sleepers is small, and the difference between the measured average speed and the instantaneous speed of the trains is large.
Therefore, how to accurately measure the speed of the running magnetic levitation train is a technical problem which needs to be solved urgently by those skilled in the art.
The above information disclosed in the background section is only for enhancement of understanding of the background of the present application and therefore it may contain information that does not form the prior art that is known to those of ordinary skill in the art.
Disclosure of Invention
The embodiment of the application provides a speed measuring system and a speed measuring method, which aim to solve the technical problem of low speed measuring accuracy of a running magnetic suspension train.
The embodiment of the application provides a speed measurement system for measure magnetic levitation train's speed includes:
the identification piece is used for being fixed with a track, a plurality of first identification areas are arranged on the upper side of the identification piece at intervals along the track, and the length of each first identification area along the track is smaller than the distance between sleepers of the track; wherein a single said first discrimination zone is a first displacement along the length of said track;
the time acquisition device is used for being fixed at the bottom of the train to acquire the time of passing through the first displacement;
and the processing unit is used for calculating a first speed according to the first displacement and the time passing through the first displacement.
The embodiment of the application also provides the following technical scheme:
a speed measurement method of a magnetic suspension train comprises the following steps:
acquiring the time of passing a first displacement when the magnetic suspension train passes through a first identification area of an identification piece; wherein the identification member is fixed to a rail, a plurality of first identification regions are arranged at intervals along the rail on the upper side of the identification member, the length of the first identification regions along the rail is smaller than the distance between sleepers of the rail, and the length of a single first identification region along the rail is a first displacement;
a first velocity is calculated based on the first displacement and the time to pass the first displacement.
Due to the adoption of the technical scheme, the embodiment of the application has the following technical effects:
after the distinguishing piece is fixed with the track, a plurality of first distinguishing areas are arranged on the upper side of the distinguishing piece at intervals along the track, the length of each first distinguishing area along the track is smaller than the distance between sleepers of the track, and the length of each first distinguishing area along the track is first displacement; the time acquisition device is fixed at the bottom of the train to acquire the time of passing the first displacement; the processing unit calculates a first velocity based on the first displacement and a time elapsed from the first displacement. Compared with the prior art, because first district edge of distinguishing is less than the length of track between the sleeper of track, when measuring the speed, the accuracy degree that tests the speed no longer receives the restriction of the interval between the sleeper, can set up first district edge of distinguishing according to the needs to the accuracy degree that tests the speed the length of track to can carry out accurate speed to the maglev train that traveles.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:
FIG. 1 is a schematic view of a velocity measurement system attached to a track and a maglev train according to an embodiment of the present application;
FIG. 2 is a schematic view of the speed measuring system of FIG. 1 with the identification member fixed to the track;
FIG. 3 is a schematic diagram illustrating the principle of deriving the positions of the laser, the imaging lens and the photodetector of the time acquisition device of the velocity measurement system shown in FIG. 1;
FIG. 4 is a schematic diagram of the velocity measurement system shown in FIG. 1;
FIG. 5 is a flow chart of a velocity measurement process of the velocity measurement system shown in FIG. 1;
fig. 6 is a schematic diagram illustrating the positions of a laser, an imaging lens and a photodetector of a time acquisition device of a velocity measurement system according to another embodiment of the present application;
fig. 7 is a schematic diagram of a magnetic levitation train equipped with a velocity measurement system according to an embodiment of the present application.
Description of reference numerals:
100 of the identification piece,
110 of the first, discriminating region of the first,
120 of the second recognition area, 120,
131 of a thin strip with a hole and a plurality of holes,
132 of a thin strip of non-porous material,
140 of the number of the tooth-shaped groove strips,
the 200-time acquisition device is used for acquiring the time,
210 of the laser light source, and a laser light source,
211 a first light spot of the light emitted by the light source,
212 the second light spot is provided with a second light spot,
220 of the image-forming lens, a lens,
230 a photo-detector, the photo-detector,
231 a first photosensitive region of a first substrate,
232 a second light-sensing region of the substrate,
240 to acquire the unit of the image data,
a 250-degree filter, a high-frequency filter,
260 a collimating lens, and a collimating lens,
300 processing unit.
Detailed Description
In order to make the technical solutions and advantages of the embodiments of the present application more apparent, the following further detailed description of the exemplary embodiments of the present application with reference to the accompanying drawings makes it clear that the described embodiments are only a part of the embodiments of the present application, and are not exhaustive of all embodiments. It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict.
Example one
FIG. 1 is a schematic view of a velocity measurement system attached to a track and a maglev train according to an embodiment of the present application; fig. 2 is a schematic view of the speed measuring system shown in fig. 1, in which the identification member is fixed to the rail. As shown in fig. 1 and 2, a speed measurement system according to an embodiment of the present application, for measuring a speed of a magnetic levitation vehicle, includes:
a discriminator 100 fixed to a rail, the discriminator having a plurality of first discriminating regions 110 arranged at intervals along the rail on an upper side thereof, the first discriminating regions 110 having a length along the rail smaller than a pitch between sleepers of the rail; wherein a single said first discrimination zone is a first displacement along the length of said track;
a time acquiring device 200 for fixing at the bottom of the train to acquire the time of passing the first displacement;
a processing unit 300 for calculating a first velocity based on said first displacement and the time to pass said first displacement.
The speed measuring system of the embodiment of the application comprises a distinguishing piece, a time obtaining device and a processing unit. After the distinguishing piece is fixed with the track, a plurality of first distinguishing areas are arranged on the upper side of the distinguishing piece at intervals along the track, the length of each first distinguishing area along the track is smaller than the distance between sleepers of the track, and the length of each first distinguishing area along the track is first displacement; the time acquisition device is fixed at the bottom of the train to acquire the time of passing the first displacement; the processing unit calculates a first velocity based on the first displacement and a time elapsed from the first displacement. Compared with the prior art, because first distinguish the district edge the length of track is less than interval between the sleeper of track, the system of testing the speed of this application embodiment is when testing the speed, and the accuracy degree that tests the speed no longer receives the restriction of interval between the sleeper, can set up first distinguish the district edge according to the needs to the accuracy degree that tests the speed the length of track to can carry out accurate the speed to the maglev train that traveles.
In implementation, fig. 3 is a schematic position diagram of a laser, an imaging lens and a photodetector of the time acquisition device of the velocity measurement system shown in fig. 1. As shown in fig. 3, the time acquisition apparatus 200 includes:
a laser 210 for emitting laser light to the discrimination member;
the imaging lens 220 and the photoelectric detector 230 are arranged at positions such that when the train floats at a rated height in a preset height range, the first light spot 211 is clearly imaged on a photosensitive surface of the photoelectric detector 230 through the imaging lens 220; wherein the first spot 211 is a spot formed in the first discrimination region 110 by the laser light;
an obtaining unit 240, configured to obtain, when the train travels while being suspended within a preset height range, a time between starting and ending moments when the first light spot of the same first identification area is imaged in the first photosensitive area 231, as a time when the train passes through the first displacement;
the first photosensitive area 231 is an area between an image point formed by the train suspended at the highest value and the lowest value of the preset height range and an image point formed by the imaging of the first light spot on the photosensitive surface of the photodetector through the imaging lens.
The preset height range of the train suspension can be 10 +/-4 millimeters, and the rated height is the designed standard height of 10 millimeters. When the positions of the laser emitter, the imaging lens and the photoelectric detector are determined, the position of the laser emitter is determined firstly, and laser emitted by a laser forms a first light spot in the first identification area; the imaging lens and the photoelectric detector are arranged in such a way that when the train floats at the rated height of 10 mm, the first light spot is converged by the imaging lens to be clearly imaged on the photosensitive surface of the photoelectric detector. After the positions of the laser emitter, the imaging lens and the photoelectric detector are determined, the first light sensing area is two image points and an area between the two image points, wherein the two image points are formed by imaging a first light spot on a light sensing surface of the photoelectric detector through the imaging lens when the train is suspended at 10-4 mm and 10+4 mm. Therefore, when the train runs in 10 +/-4 mm of suspension, the first light spots are focused by the imaging lens and then imaged in the first photosensitive area; the time between the starting and stopping time of imaging the first light spot of the same first identification area on the first photosensitive area is acquired by the acquisition unit and is used as the time of passing through the first displacement.
In order to measure the speed, the obtaining unit needs to obtain the time between the starting and stopping moments of imaging the first light spot of the same first identification area on the first photosensitive area; in order to acquire the time between the starting and stopping time of imaging the first light spot of the same first identification area on the first photosensitive area, the acquisition unit needs to identify the first identification area. In one embodiment, as shown in fig. 2, the area between two adjacent first identification areas 110 is a second identification area 120, and the first identification area 110 and the second identification area 120 have a height difference, such as the first identification area is lower than the second identification area.
The first discrimination region and the second discrimination region having a difference in height provide a condition for discrimination of the first discrimination region by the acquisition unit.
In implementation, as shown in fig. 3, the imaging lens 220 and the photodetector 230 are disposed at the same time, when the train is suspended at the rated height of the preset height range, the second light spot 212 is clearly imaged on the photosensitive surface of the photodetector 230 through the imaging lens 220; wherein the second spot 212 is a spot formed by the laser in the second discrimination region 120; that is, the imaging lens 220 and the photodetector 230 are disposed at positions such that when the train is suspended at the rated height, the first light spot 211 and the second light spot 212 can both be clearly imaged on the photosensitive surface of the photodetector 230 through the imaging lens, as shown in fig. 3, that is, according to the imaging formula of the imaging lens,
wherein f is the lens focal length;
the second photosensitive area 232 and the first photosensitive area 231 have an interval therebetween, wherein the second photosensitive area 232 is an area between an image point formed by the photosensitive surface of the photodetector and an image point formed by the imaging lens when the train floats at the highest value and the lowest value of the preset height range.
Fig. 3 is a schematic diagram illustrating the principle of deriving the positions of the laser, the imaging lens and the photodetector of the time acquisition device of the velocity measurement system shown in fig. 1. As shown in fig. 3, a first spot formed in the first identification area by the laser is imaged on the first photosensitive area, and a second spot formed in the second identification area by the laser is imaged on the second photosensitive area, so that the first identification area and the second identification area are identified.
As shown in fig. 3, when the train is suspended at the rated height of the preset height range, the distance x between two image points of the light sensing surface of the photodetector clearly imaged by the imaging lens between the first light spot and the second light spot satisfies the following relation:
wherein h denotes a height difference between the first discrimination region and the second discrimination region, f denotes a focal length of an imaging lens, and b denotes a distance between a closer one of the first and second spots to the laser and the imaging lens;
alpha is an included angle between the optical center of the first light spot and the second light spot, which is closer to the laser and passes through the imaging lens, and the laser emitted by the laser, and beta is an included angle between the optical center of the first light spot and the second light spot, which is closer to the laser and passes through the imaging lens, and the photosensitive surface of the photoelectric detector.
The calculation process of the formula x is as follows, as shown in fig. 3:
the right triangle PFB is similar to the right triangle PED, and it can be seen that:
in the case of the right-angled triangle CDE,
in the case of the right-angled triangle ABF,
will be provided with
Where CP is represented by a and AP is represented by b, the change is
According to the above, it can be deduced that:
in addition, if the center of the imaging lens is perpendicular to AC, b ═ c + OR) cos α.
Since the first identification area and the second identification area are alternately arranged along the track, the first photosensitive area and the second photosensitive area alternately generate image points along the time in the running process of the train, and therefore, as long as the time is taken as an axis, the time between the starting time and the stopping time of imaging the first light spot in the first photosensitive area in the same first identification area can be obtained as long as the time is recorded. Fig. 4 is a schematic representation of the speed measuring system shown in fig. 1, wherein the arrows indicate the direction of travel of the magnetic levitation vehicle, the solid lines indicate the current position and the dashed lines indicate the position at a later time. Thus, in implementation, the obtaining unit 240 includes:
the driving module is used for driving a square wave to transfer a first electric signal and a second electric signal to form an electric signal square wave, wherein the first electric signal is formed by an image point formed by the first light spot in the first light sensing area, and the second electric signal is formed by an image point formed by the second light spot in the second light sensing area;
the filtering module is used for filtering the electric signal square wave;
and the signal processing module is used for carrying out binarization processing on the first electric signal in the filtered electric signal square wave to 0, carrying out binarization processing on the second electric signal to 1, and acquiring the time between the starting and stopping moments of the same section of 0 value as the time between the starting and stopping moments of the first light spots imaged in the first photosensitive area in the same first identification area.
In this way the time between the start and stop moments of the imaging of said first spot of the same first discrimination area on the first photosensitive area is obtained.
In an implementation, the processing unit is further configured to, on a condition that the second discrimination zone is less than the spacing between the ties along the length of the track:
calculating a second velocity from the second displacement and the time passing through the second displacement; wherein the second displacement is the length of a single one of the second discrimination zones along the track, the time through the second displacement being the time between the start and stop times of the same segment 1 value.
Thus, the train can obtain two speeds through the first discrimination zone and the second discrimination zone while running. The two speeds of the first speed and the second speed should be the same or slightly different theoretically, and if the difference between the first speed and the second speed is larger in practice, the current speed measurement of the speed measurement system is inaccurate, so that the verification function is achieved.
In practice, the length S of the first discrimination zone along the track satisfies the following expression:
S＝nVmax/F；
wherein, F represents a driving pulse frequency sent by the driving module, Vmax represents a highest speed limit of the train, n represents a preset number of times that the first light spot of the same first distinguishing region is imaged on the first photosensitive region when the train runs at the highest speed limit, and n is a positive integer greater than or equal to 4.
In this way, the length of the first discrimination zone along the track can be readily determined.
In practice, the length L of the second discrimination region satisfies the following expression:
L＝mVmax/F；
wherein F represents the driving pulse frequency sent by the driving module, Vmax represents the highest speed limit of the train, m represents the preset times of imaging the second light spot of the same second identification area on the second photosensitive area when the train runs at the highest speed limit, and m is a positive integer greater than or equal to 4.
In this way, the length of the second discrimination region can be readily determined.
In order to ensure the accuracy of speed measurement of the speed measurement system, the number of the time acquisition devices of the speed measurement system is three, the time acquisition devices are installed at intervals along the length direction of the train, and the distance between the time acquisition devices is larger than the width of a sleeper;
the processing unit is specifically configured to calculate three first speeds according to the first displacement and three times of passing through the first displacement;
the processing unit is further configured to remove inconsistent values of the three first speeds, and use an average value of the remaining two first speeds as the calibrated first speed.
The time acquisition devices are installed at intervals along the length direction of the train at three edges, and the distance between the time acquisition devices is larger than the width of the sleeper, so that the influence of the laser emitted by the laser on speed measurement when the sleeper is punched is avoided.
Similarly, the processing unit is specifically configured to calculate three second speeds according to the second displacement and three times of passing through the second displacement;
the processing unit is further configured to remove inconsistent values of the three second speeds, and use an average value of the remaining two second speeds as the calibrated second speed.
After the processing unit of the velocity measurement system obtains the calibrated first velocity and the calibrated second velocity, the processing unit may further be configured to:
in that
If so, judging that the speed measurement is unsuccessful;
in that
And judging that the speed measurement is successful, and taking the calibrated first speed or the calibrated second speed as the instantaneous speed according to a preset screening strategy.
The calibrated first speed and the calibrated second speed should be the same or slightly different in theory, and if the difference between the calibrated first speed and the calibrated second speed is actually large, for example, up to 5% or more, it indicates that the current speed measurement of the speed measurement system is not accurate, which plays a role in verification.
As for the specific form of the discrimination member, as shown in fig. 2, it may be:
the discriminating member comprises a perforated web 131 and a non-perforated web 132;
the thin strip with holes 131 is used for being fixed on the upper surface of a sleeper of the track;
the imperforate web 132 is adapted to be secured to the lower surface of the sleeper opposite the apertured web, the first distinct region being located opposite the apertures in the imperforate web, and the second distinct region being located between the apertures in the apertured web.
Further, as shown in fig. 2, the holes of the thin strip with holes are long round holes along the track, the length of each long round hole is 100 mm, the width of each long round hole is 40 mm, and the distance between the long round holes is 200 mm. The sleepers are installed 1.2 meters each, and the width of each sleeper is 0.2 meters.
Fig. 6 is a schematic position diagram of a laser, an imaging lens and a photodetector of a time acquisition device of a velocity measurement system according to another embodiment of the present application. As shown in fig. 6, it may also be: the distinguishing member is a rack bar 140 for being fixed to the upper surface of the sleeper, and the upper side of the rack bar includes a groove and teeth, the groove being the first distinguishing region, the teeth being the second distinguishing region.
It should be noted that the specific form of the identification element is merely listed here, and is not limited thereto.
In an implementation, as shown in fig. 3, the time obtaining apparatus 200 further includes a filter disposed between the imaging lens 220 and the photodetector 230 for selecting the laser light.
In an implementation, as shown in fig. 3, the time obtaining apparatus 200 further includes a collimating lens 260 for converging the laser light emitted by the laser.
Example two
The speed measuring method of the magnetic suspension train comprises the following steps:
acquiring the time of passing a first displacement when the magnetic suspension train passes through a first identification area of an identification piece; the identification piece is fixed with a track, a plurality of first identification areas are arranged on the upper side of the identification piece at intervals along the track, the length of each first identification area along the track is smaller than the distance between sleepers of the track, the length of each first identification area along the track is a first displacement, and the magnetic suspension train floats in a preset height range and runs along the track;
a first velocity is calculated based on the first displacement and the time to pass the first displacement.
Before the speed measurement method of this application embodiment uses, need will distinguish piece and track fixed. After the identification member is fixed with the track, a plurality of first identification areas are arranged at intervals along the track on the upper side of the identification member, the length of each first identification area along the track is smaller than the distance between sleepers of the track, and the length of each first identification area along the track is a first displacement. The speed measuring method comprises the following steps: acquiring the time of passing a first displacement when the magnetic suspension train passes through a first identification area of an identification piece; a first velocity is calculated based on the first displacement and a time taken to pass the first displacement. Compared with the prior art, because first district of distinguishing is followed the length of track is less than interval between the sleeper of track, the method of testing the speed of this application embodiment is when testing the speed, and the accuracy degree that tests the speed no longer receives the restriction of interval between the sleeper, can set up first district of distinguishing and follow according to the needs to the accuracy degree that tests the speed the length of track to can carry out accurate speed to the maglev train that traveles.
In implementation, the step of obtaining the time passing through the first displacement specifically includes:
a laser of the time acquisition device emits laser to the identification piece; the time acquisition device is fixed at the bottom of the train and further comprises an imaging lens and a photoelectric detector, the setting position is that when the train is suspended at the rated height of a preset height range, a first light spot is clearly imaged on a photosensitive surface of the photoelectric detector through the imaging lens, and the first light spot is formed in the first identification area by the laser;
when the train is suspended in a preset height range to run, acquiring the time between the starting and stopping moments of imaging the first light spots in the same first identification area on a first photosensitive area as the time for passing through the first displacement; the first light sensing area is an area between image points formed by the light sensing surface of the photoelectric detector and the image points formed by the light sensing surface of the photoelectric detector by the imaging lens when the train is suspended at the highest value and the lowest value of the preset height range.
The preset height range of the train suspension can be 10 +/-4 millimeters, and the rated height is the designed standard height of 10 millimeters. When the train runs in 10 +/-4 mm of suspension, the first light spots are imaged in the first photosensitive area after being converged by the imaging lens; the time between the starting and stopping time of imaging the first light spot of the same first identification area on the first photosensitive area is acquired by the acquisition unit and is used as the time of passing through the first displacement.
In practice, the area between two adjacent first discrimination regions is a second discrimination region;
the first discrimination region and the second discrimination region have a height difference.
The first discrimination region and the second discrimination region having a difference in height provide a precondition for finding an image point formed by the first spot of the same first discrimination region.
In implementation, the imaging lens and the photoelectric detector are set to be such that when the train floats at the rated height of the preset height range, the second light spot is clearly imaged on the photosensitive surface of the photoelectric detector through the imaging lens; wherein the second spot is a spot formed in the second discrimination region by the laser light;
the second light sensing area with have the interval between the first light sensing area, wherein, the second light sensing area is the train suspension is in when presetting the highest value and the lowest value of height scope, the second facula warp imaging lens image in image point and the image point between the photosensitive surface formation of photoelectric detector are regional.
Then, a first spot formed in the first discrimination region by the laser is imaged on the first photosensitive region, and a second spot formed in the second discrimination region by the laser is imaged on the second photosensitive region, so that the first discrimination region and the second discrimination region are discriminated.
In an implementation, the step of obtaining a time between start and stop moments when the first light spots in the same first identification area are imaged in the first photosensitive area specifically includes:
the driving square wave transfers a first electric signal and a second electric signal to form an electric signal square wave, the first electric signal is formed by the image point formed by the first light spot in the first light sensing area, and the second electric signal is formed by the image point formed by the second light spot in the second light sensing area;
filtering the electric signal square wave;
and carrying out binarization processing on the first electric signal in the filtered electric signal square wave to 0, carrying out binarization processing on the second electric signal to 1, and acquiring the time between the starting and stopping moments of the same section of 0 value as the time between the starting and stopping moments of the first light spot imaged in the first photosensitive area in the same first identification area.
In the implementation, the method further comprises the following steps:
calculating a second velocity from the second displacement and the time passing through the second displacement;
wherein the time passing through the second displacement is the time between the start and stop moments of the same segment of 1 value, the second displacement is the length of a single second identification area along the track, and the length of the second identification area along the track is smaller than the spacing between the sleepers.
In practice, the length S of the first discrimination zone along the track satisfies the following expression:
S＝nVmax/F；
wherein, F represents a driving pulse frequency of a driving square wave, Vmax represents a highest speed limit of the train, n represents a preset number of times that the first light spot of the same first identification area is imaged on the first photosensitive area when the train runs at the highest speed limit, and n is a positive integer greater than or equal to 4.
In practice, the length L of the second discrimination zone along the track satisfies the following expression:
L＝mVmax/F；
wherein F represents the driving pulse frequency of the driving square wave, Vmax represents the highest speed limit of the train, m represents the preset times of imaging the second light spot of the same second identification area on the second photosensitive area when the train runs at the highest speed limit, and m is a positive integer greater than or equal to 4.
In implementation, the step of obtaining the time passing through the first displacement specifically includes:
acquiring three times of passing through the first displacement along the length direction of the train;
the step of calculating a first velocity according to the first displacement and the time passing through the first displacement specifically comprises:
calculating three first speeds according to the first displacement and three times of passing the first displacement;
the speed measuring method further comprises the following steps:
and removing inconsistent values in the three first speeds, and taking the average value of the remaining two first speeds as the calibrated first speed.
In an implementation, the step of obtaining the time passing through the second displacement specifically includes:
acquiring three times of passing through the second displacement along the length direction of the train;
the step of calculating a second velocity according to the second displacement and the time passing through the second displacement specifically comprises:
calculating three second speeds according to the second displacement and three times of passing through the second displacement;
the speed measuring method further comprises the following steps:
and removing inconsistent values in the three second speeds, and taking the average value of the remaining two second speeds as the calibrated second speed.
In the implementation, the method further comprises the following steps:
in that
If so, judging that the speed measurement is unsuccessful;
in that
And judging that the speed measurement is successful, and taking the calibrated first speed or the calibrated second speed as the instantaneous speed according to a preset screening strategy.
EXAMPLE III
The maglev train of the embodiment of the application comprises the time acquisition device and the processing unit in the speed measurement system of the embodiment I.
Specifically, as shown in fig. 7, each end car of the maglev train is equipped with two sets of time acquisition devices and processing units of the speed measurement system, the two processing units respectively output speed pulse signals, and when a plurality of cars are organized into a group, the end car and the tail car share four paths of pulse signals to penetrate through the whole car, so that speed and relative positioning information is provided for the train. As shown in fig. 7; meanwhile, the CAN outputs speed pulse information, the speed pulse information is forwarded to the central control unit through the CAN/MVB gateway, the central control unit CCU realizes train-level redundancy through a head-tail cascade line of a WTB for short, and the Chinese is a twisted-pair train bus), and provides speed distance information for a man-machine display and suspension control equal system, and the configuration structure ensures that the fault of a single set of speed measurement system does not influence the safe and reliable running of the magnetic-levitation train; wherein CAN is the abbreviation of Controller Area Network, and Chinese is Controller Area Network; WTB is the abbreviation of Twisted Train Bus, and the Chinese is a Twisted wire Train Bus; MVB is short for Multifunctional Vehicle Bus, and Chinese is Multifunctional Vehicle Bus; CCU is short for Central Control Unit, and Chinese is Central Control Unit.
Example four
The magnetic levitation track of the embodiment of the application comprises the discrimination piece in the speed measurement system of the first embodiment.
In the description of the present application and the embodiments thereof, it is to be understood that the terms "top", "bottom", "height", and the like, indicate orientations or positional relationships based on those shown in the drawings, are merely for convenience in describing the present application and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed in a specific orientation, and be operated, and thus, should not be construed as limiting the present application.
In this application and its embodiments, unless expressly stated or limited otherwise, the terms "disposed," "mounted," "connected," "secured," and the like are to be construed broadly, e.g., as meaning fixedly connected, detachably connected, or integral to; the connection can be mechanical connection, electrical connection or communication; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art as appropriate.
In this application and its embodiments, unless expressly stated or limited otherwise, the first feature "on" or "under" the second feature may comprise the first and second features being in direct contact, or may comprise the first and second features being in contact, not directly, but via another feature in between. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly above and obliquely above the second feature, or simply meaning that the first feature is at a lesser level than the second feature.
The above disclosure provides many different embodiments or examples for implementing different structures of the application. The components and arrangements of specific examples are described above to simplify the present disclosure. Of course, they are merely examples and are not intended to limit the present application. Moreover, the present application may repeat reference numerals and/or letters in the various examples, such repetition is for the purpose of simplicity and clarity and does not in itself dictate a relationship between the various embodiments and/or configurations discussed. In addition, examples of various specific processes and materials are provided herein, but one of ordinary skill in the art may recognize applications of other processes and/or use of other materials.
While the preferred embodiments of the present application have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all alterations and modifications as fall within the scope of the application.
It will be apparent to those skilled in the art that various changes and modifications may be made in the present application without departing from the spirit and scope of the application. Thus, if such modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is intended to include such modifications and variations as well.
Claims (26)
1. A speed measurement system for measuring the speed of a magnetic levitation vehicle, comprising:
the identification piece is used for being fixed with a track, a plurality of first identification areas are arranged on the upper side of the identification piece at intervals along the track, and the length of each first identification area along the track is smaller than the distance between sleepers of the track; wherein a single said first discrimination zone is a first displacement along the length of said track;
the time acquisition device is used for being fixed at the bottom of the train to acquire the time of passing through the first displacement;
a processing unit for calculating a first velocity from the first displacement and a time passing through the first displacement;
the time acquisition device includes:
a laser for emitting laser light to the discrimination member;
the imaging lens and the photoelectric detector are arranged at positions such that when the train floats at a rated height in a preset height range, a first light spot is clearly imaged on a photosensitive surface of the photoelectric detector through the imaging lens; wherein the first spot is a spot formed in the first discrimination region by the laser light;
the acquisition unit is used for acquiring the time between the starting and stopping moments of imaging of the first light spots in the same first identification area on a first photosensitive area when the train floats in a preset height range to run, and the time is used as the time for passing through the first displacement;
the first light sensing area is an area between image points formed by the light sensing surface of the photoelectric detector and the image points formed by the light sensing surface of the photoelectric detector by the imaging lens when the train is suspended at the highest value and the lowest value of the preset height range.
2. A velocimetry system as claimed in claim 1, wherein the area between two adjacent first discrimination zones is a second discrimination zone;
the first discrimination region and the second discrimination region have a height difference.
3. The system according to claim 2, wherein said imaging lens and said photodetector are positioned such that when said train is levitated at a nominal height within said predetermined height range, a second light spot is clearly imaged on a photosensitive surface of said photodetector by said imaging lens; wherein the second spot is a spot formed in the second discrimination region by the laser light;
the second light sensing area with have the interval between the first light sensing area, wherein, the second light sensing area is the train suspension is in when presetting the highest value and the lowest value of height scope, the second facula warp imaging lens image in image point and the image point between the photosensitive surface formation of photoelectric detector are regional.
4. A velocimetry system according to claim 3, wherein the acquisition unit comprises:
the driving module is used for driving a square wave to transfer a first electric signal and a second electric signal to form an electric signal square wave, wherein the first electric signal is formed by an image point formed by the first light spot in the first light sensing area, and the second electric signal is formed by an image point formed by the second light spot in the second light sensing area;
the filtering module is used for filtering the electric signal square wave;
and the signal processing module is used for carrying out binarization processing on the first electric signal in the filtered electric signal square wave to 0, carrying out binarization processing on the second electric signal to 1, and acquiring the time between the starting and stopping moments of the same section of 0 value as the time between the starting and stopping moments of the first light spots imaged in the first photosensitive area in the same first identification area.
5. A velocimetry system as claimed in claim 4, wherein the length of the second discrimination zone along the track is less than the spacing between the sleepers;
the processing unit is further configured to calculate a second velocity based on a second displacement and a time to pass the second displacement; wherein the second displacement is the length of a single one of the second discrimination zones along the track, the time through the second displacement being the time between the start and stop times of the same segment 1 value.
6. A velocimetry system as claimed in claim 4, wherein the length S of the first discrimination zone along the track satisfies the following expression:
S＝nVmax/F；
wherein, F represents a driving pulse frequency sent by the driving module, Vmax represents a highest speed limit of the train, n represents a preset number of times that the first light spot of the same first distinguishing region is imaged on the first photosensitive region when the train runs at the highest speed limit, and n is a positive integer greater than or equal to 4.
7. A velocimetry system as claimed in claim 5, wherein the length L of the second discrimination zone along the track satisfies the following expression:
L＝mVmax/F；
wherein F represents the driving pulse frequency sent by the driving module, Vmax represents the highest speed limit of the train, m represents the preset times of imaging the second light spot of the same second identification area on the second photosensitive area when the train runs at the highest speed limit, and m is a positive integer greater than or equal to 4.
8. The speed measuring system according to claim 5, wherein the number of the time acquiring devices is three and the time acquiring devices are installed at intervals along the length direction of the train, and the distance between the time acquiring devices is larger than the width of a sleeper;
the processing unit is specifically configured to calculate three first speeds according to the first displacement and three times of passing through the first displacement;
the processing unit is further configured to remove inconsistent values of the three first speeds, and use an average value of the remaining two first speeds as the calibrated first speed.
9. The system according to claim 8, wherein the processing unit is specifically configured to calculate three second velocities according to the second displacement and three times of passing through the second displacement;
the processing unit is further configured to remove inconsistent values of the three second speeds, and use an average value of the remaining two second speeds as the calibrated second speed.
10. The system according to claim 9, wherein said processing unit is further configured to:
in that
If so, judging that the speed measurement is unsuccessful;
in that
And judging that the speed measurement is successful, and taking the calibrated first speed or the calibrated second speed as the instantaneous speed according to a preset screening strategy.
11. A velocimetry system as claimed in claim 2, wherein the discriminating member comprises a perforated web and a non-perforated web;
the thin strip with the holes is used for being fixed on the upper surface of a sleeper of the track;
the imperforate thin strip is used for being fixed on the lower surface of the sleeper and is opposite to the perforated thin strip, the position of the imperforate thin strip opposite to the holes in the perforated thin strip is the first identification area, and the second identification area is arranged between the holes of the perforated thin strip.
12. A velocimetry system as claimed in claim 11, wherein the holes of the apertured web are oblong holes along the track, the oblong holes having a length of 100 mm and a width of 40 mm, the spacing between the oblong holes being 200 mm.
13. A velocimetry system as claimed in claim 2, wherein the identification member is a rack bar for fixing to the upper surface of the sleepers, and the upper side of the rack bar comprises teeth and grooves, the grooves being the first identification areas and the teeth being the second identification areas.
14. The velocimetry system according to claim 1, wherein said time acquisition means further comprises a filter disposed between said imaging lens and said photodetector for selecting said laser light.
15. A velocimetry system as claimed in claim 1, wherein the time acquisition means further comprises a collimating lens for converging the laser light emitted by the laser.
16. The system according to claim 3, wherein when said train is suspended at a rated height within said preset height range, said first and second light spots are clearly imaged on said photo-sensitive surface of said photodetector by said imaging lens, and a distance x between two image points is in accordance with the following relation:
wherein h denotes a height difference between the first discrimination region and the second discrimination region, f denotes a focal length of an imaging lens, and b denotes a distance between a closer one of the first and second spots to the laser and the imaging lens;
alpha is an included angle between the optical center of the first light spot and the second light spot, which is closer to the laser and passes through the imaging lens, and the laser emitted by the laser, and beta is an included angle between the optical center of the first light spot and the second light spot, which is closer to the laser and passes through the imaging lens, and the photosensitive surface of the photoelectric detector.
17. A speed measurement method of a magnetic suspension train is characterized by comprising the following steps:
acquiring the time of passing a first displacement when the magnetic suspension train passes through a first identification area of an identification piece; wherein the identification member is fixed to a rail, a plurality of first identification regions are arranged at intervals along the rail on the upper side of the identification member, the length of the first identification regions along the rail is smaller than the distance between sleepers of the rail, and the length of a single first identification region along the rail is a first displacement;
calculating a first velocity from the first displacement and the time to pass the first displacement;
the step of obtaining the time passing through the first displacement specifically includes:
a laser of the time acquisition device emits laser to the identification piece; the time acquisition device is fixed at the bottom of the train and further comprises an imaging lens and a photoelectric detector, the setting position is that when the train is suspended at the rated height of a preset height range, a first light spot is clearly imaged on a photosensitive surface of the photoelectric detector through the imaging lens, and the first light spot is formed in the first identification area by the laser;
when the train is suspended in a preset height range to run, acquiring the time between the starting and stopping moments of imaging the first light spots in the same first identification area on a first photosensitive area as the time for passing through the first displacement; the first light sensing area is an area between image points formed by the light sensing surface of the photoelectric detector and the image points formed by the light sensing surface of the photoelectric detector by the imaging lens when the train is suspended at the highest value and the lowest value of the preset height range.
18. A method according to claim 17 wherein the area between two adjacent first discrimination zones is a second discrimination zone;
the first discrimination region and the second discrimination region have a height difference.
19. A method according to claim 18 wherein said imaging lens and said photodetector are positioned such that when said train is levitated at a nominal height within said predetermined height range, a second light spot is clearly imaged on a photosensitive surface of said photodetector by said imaging lens; wherein the second spot is a spot formed in the second discrimination region by the laser light;
the second light sensing area with have the interval between the first light sensing area, wherein, the second light sensing area is the train suspension is in when presetting the highest value and the lowest value of height scope, the second facula warp imaging lens image in image point and the image point between the photosensitive surface formation of photoelectric detector are regional.
20. The method according to claim 19, wherein the step of obtaining the time between the start and stop moments when the first light spot of the same first identification area is imaged in the first photosensitive area specifically comprises:
the driving square wave transfers a first electric signal and a second electric signal to form an electric signal square wave, the first electric signal is formed by the image point formed by the first light spot in the first light sensing area, and the second electric signal is formed by the image point formed by the second light spot in the second light sensing area;
filtering the electric signal square wave;
and carrying out binarization processing on the first electric signal in the filtered electric signal square wave to 0, carrying out binarization processing on the second electric signal to 1, and acquiring the time between the starting and stopping moments of the same section of 0 value as the time between the starting and stopping moments of the first light spot imaged in the first photosensitive area in the same first identification area.
21. A method of measuring speed according to claim 20 and also comprising the steps of:
calculating a second velocity from the second displacement and the time passing through the second displacement;
wherein the time passing through the second displacement is the time between the start and stop moments of the same segment of 1 value, the second displacement is the length of a single second identification area along the track, and the length of the second identification area along the track is smaller than the spacing between the sleepers.
22. A method according to claim 20 wherein said first discrimination zone satisfies the following expression along the length S of said track:
S＝nVmax/F；
wherein, F represents a driving pulse frequency of a driving square wave, Vmax represents a highest speed limit of the train, n represents a preset number of times that the first light spot of the same first identification area is imaged on the first photosensitive area when the train runs at the highest speed limit, and n is a positive integer greater than or equal to 4.
23. A method according to claim 20 wherein said second discrimination zone has a length L along said track which satisfies the following expression:
L＝mVmax/F；
wherein F represents the driving pulse frequency of the driving square wave, Vmax represents the highest speed limit of the train, m represents the preset times of imaging the second light spot of the same second identification area on the second photosensitive area when the train runs at the highest speed limit, and m is a positive integer greater than or equal to 4.
24. The method according to claim 21, wherein the step of obtaining the time for passing the first displacement comprises:
acquiring three times of passing through the first displacement along the length direction of the train;
the step of calculating a first velocity according to the first displacement and the time passing through the first displacement specifically comprises:
calculating three first speeds according to the first displacement and three times of passing the first displacement;
the speed measuring method further comprises the following steps:
and removing inconsistent values in the three first speeds, and taking the average value of the remaining two first speeds as the calibrated first speed.
25. The method according to claim 24, wherein the step of obtaining the time for passing the second displacement comprises:
acquiring three times of passing through the second displacement along the length direction of the train;
the step of calculating a second velocity according to the second displacement and the time passing through the second displacement specifically comprises:
calculating three second speeds according to the second displacement and three times of passing through the second displacement;
the speed measuring method further comprises the following steps:
and removing inconsistent values in the three second speeds, and taking the average value of the remaining two second speeds as the calibrated second speed.
26. A method according to claim 25, further comprising the steps of:
in that
If so, judging that the speed measurement is unsuccessful;
in that
And judging that the speed measurement is successful, and taking the calibrated first speed or the calibrated second speed as the instantaneous speed according to a preset screening strategy.
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