Transponder motion control system and device

Abstract

The present invention discloses a transponder motion control system and equipment. The transponder motion control system includes: a test vehicle, a track, a pneumatic motor, and a transponder. The test vehicle is placed on the track, the track extends along a first direction, and the pneumatic motor drives the test vehicle to move along the first direction. The test vehicle also includes a liftable frame and a load-bearing structure. The liftable frame is connected to the load-bearing structure, and the liftable frame drives the load-bearing structure to rise and fall, and the load-bearing structure carries the transponder. The movement of the test vehicle is adjusted by the pneumatic motor, and the distance between the transponder and the external transponder is adjusted by the liftable frame. The information transmission effect between the on-board equipment and the external transponder during the movement of the vehicle is then detected to avoid generating additional electromagnetic interference that affects the test effect.

Description

Technical Field

[0001] The present invention relates to the technical field of railway equipment, and in particular to a transponder motion control system and equipment. Background Art

[0002] With the rapid development of high-speed railways, balise systems are being used on an increasing number of high-speed rail lines. Balises are point-type devices used to transmit information from the ground to trains. Their primary purpose is to transmit fixed and variable ground information, such as basic line parameters and temporary speed limits, to onboard equipment.

[0003] To meet the needs of high-speed railways, balise data and position-based automatic alignment is now being used. This reliable and accurate approach reduces driver effort and improves safety. Therefore, it's often necessary to simulate various commissioning tests on railcar balise systems in a laboratory environment to ensure they meet the demands of real-world railcar motion. However, in these environments, train drives typically use motors, which can cause additional electromagnetic interference and affect the proper functioning of the balise system's equipment. Summary of the Invention

[0004] The present invention provides a transponder motion control system and equipment, which controls a test vehicle through a pneumatic motor to drive the transponder to move, thereby avoiding electromagnetic interference and ensuring the normal operation of various components during the test process.

[0005] In a first aspect, an embodiment of the present invention provides a transponder motion control system, comprising: a test vehicle, a track, a pneumatic motor, and a transponder.

[0006] The test vehicle is placed on the track, the track extends along a first direction, and the pneumatic motor drives the test vehicle to move along the first direction;

[0007] The test vehicle further includes a liftable frame and a load-bearing structure, wherein the liftable frame is connected to the load-bearing structure, and the liftable frame drives the load-bearing structure to rise and fall, and the load-bearing structure carries the transponder.

[0008] Optionally, the transponder motion control system further includes a synchronization adjustment unit, a vertical projection of the synchronization adjustment unit at least partially overlaps with the vertical projection of the central axis of the track, and the central axis of the track extends along the first direction; the synchronization adjustment unit is connected to the pneumatic motor, the synchronization adjustment unit is at least partially in contact with the test vehicle, the pneumatic motor drives the synchronization adjustment unit to move, and the synchronization adjustment unit drives the test vehicle to move along the first direction.

[0009] Optionally, the synchronization adjustment unit includes a first synchronization wheel, a second synchronization wheel and a synchronization belt.

[0010] The track includes a first connecting structure and a second connecting structure respectively located at two ends of the track, the first connecting structure and the second connecting structure both extend along a second direction, and the first direction intersects the second direction.

[0011] The first synchronous wheel is arranged on the first connecting structure, and the second synchronous wheel is arranged on the second connecting structure. The vertical projection of the first synchronous wheel at least partially overlaps with the vertical projection of the central axis of the track, and the vertical projection of the second synchronous wheel at least partially overlaps with the vertical projection of the central axis of the track. The first synchronous wheel and the second synchronous wheel are connected by the synchronous belt, and the output shaft of the pneumatic motor is coaxially fixed with the first synchronous wheel.

[0012] Optionally, the transponder motion control system also includes a control unit and an electromagnetic adjustment unit, the electromagnetic adjustment unit is electrically connected to the control unit, the electromagnetic adjustment unit is connected to the pneumatic motor through a pipeline, the control unit outputs a first control signal, and the electromagnetic adjustment unit outputs a pneumatic motor control signal according to the first control signal to adjust the working state of the pneumatic motor.

[0013] Optionally, the transponder motion control system also includes an air pump, which is connected to the electromagnetic adjustment unit through a pipeline. The control unit outputs a second control signal, and the electromagnetic adjustment unit outputs an air pump control signal according to the second control signal to adjust the working state of the air pump.

[0014] Optionally, the track includes at least a first track section and a second track section extending along the first direction and arranged in parallel, the first track section includes a first end and a second end, the second track section includes a third end and a fourth end, the first end and the third end are located on the same side, and the second end and the fourth end are located on the same side.

[0015] The transponder motion control system also includes multiple limit units, which are respectively arranged at the first end, the second end, the third end and the fourth end. The limit units are electrically connected to the control unit. The control unit controls the electromagnetic adjustment unit to shut down according to the test vehicle touch signal output by the limit unit.

[0016] Optionally, the track includes at least a first track section and a second track section extending along the first direction and arranged in parallel;

[0017] The transponder motion control system also includes an anti-dump unit, which includes at least a first anti-dump unit located in the first track section and a second anti-dump unit located in the second track section, and the first anti-dump unit and the second anti-dump unit are symmetrically arranged along the central axis of the track.

[0018] Optionally, the bearing structure further includes a plurality of positioning units, and the positioning units are used to fix the transponder.

[0019] In a second aspect, an embodiment of the present invention provides a transponder motion control device, including the transponder motion control system according to any one of the first aspects;

[0020] The transponder motion control device further includes a train system, wherein the train system includes a test train and a train track, wherein the test train is fixedly arranged on the train track.

[0021] The train system is located on a side of the transponder motion control system away from the ground, and along a direction perpendicular to the ground, the train system and the transponder motion control system at least partially overlap.

[0022] Optionally, the train system further includes an on-board host unit and an on-board antenna unit, and the on-board host and the on-board antenna unit are electrically connected.

[0023] The technical solution of the embodiment of the present invention is that the transponder motion control system includes: a test vehicle, a track, a pneumatic motor and a transponder. The test vehicle is placed on the track, the track extends along a first direction, and the pneumatic motor drives the test vehicle to move along the first direction. The test vehicle also includes a liftable frame and a load-bearing structure. The liftable frame is connected to the load-bearing structure, and the liftable frame drives the load-bearing structure to rise and fall, and the load-bearing structure carries the transponder. The movement of the test vehicle is adjusted by the pneumatic motor, and the distance between the transponder and the external on-board unit is adjusted by the liftable frame. Then, under experimental conditions, the test vehicle in the transponder motion control system drives the transponder to move, thereby achieving relative movement between the transponder and the external on-board device, completing the information transmission effect between the transponder and the external on-board device, while effectively avoiding the generation of additional electromagnetic interference and ensuring the test effect.

[0024] It should be understood that the content described in this section is not intended to identify the key or important features of the embodiments of the present invention, nor is it intended to limit the scope of the present invention. Other features of the present invention will become readily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0026] Figure 1 A schematic structural diagram of a transponder motion control system provided by an embodiment of the present invention;

[0027] Figure 2 A schematic structural diagram of a transponder motion control device provided by an embodiment of the present invention;

[0028] Figure 3 A schematic structural diagram of another transponder motion control device provided in an embodiment of the present invention. DETAILED DESCRIPTION

[0029] In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0030] It should be noted that the terms "first", "second", etc. in the description and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that the numbers used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0031] Figure 1 A schematic diagram of a transponder motion control system according to an embodiment of the present invention is shown in FIG. Figure 1As shown, the transponder motion control system 100 includes: a test vehicle 101, a track 102, a pneumatic motor 103 and a transponder 104. The test vehicle 101 is placed on the track 102, and the track 102 extends along a first direction X. The pneumatic motor 103 drives the test vehicle 101 to move along the first direction X; the test vehicle 101 also includes a liftable frame 105 and a supporting structure 106. The liftable frame 105 is connected to the supporting structure 106. The liftable frame 105 drives the supporting structure 106 to rise and fall, and the supporting structure 106 supports the transponder 104.

[0032] Among them, the transponder motion control system 100 is provided with a test vehicle 101, a track 102, an air motor 103 and a transponder 104. The track 102 extends along a first direction X. The track 102 is usually a steel rail. Since the transponder motion control system 100 is used for train operation simulation experiments, it is limited by the experimental environment. The transponder motion control system 100 is set adjacent to the external on-board equipment. In order to ensure the signal transmission effect and be close to the actual environment, the transponder motion control system 100 can be set below the external on-board equipment to achieve that the motion range of the transponder 104 is covered by the external on-board equipment. At this time, the track 102 has a certain length to facilitate laboratory storage. The specific length can be selected according to the actual site and design requirements. The embodiment of the present invention does not make specific restrictions. In a real environment, the train is in motion and the transponder is fixed on the ground. When the train passes the transponder, the transponder exchanges information with the on-board equipment in the train, thereby facilitating the on-board host unit to judge the current operating status of the train and ensure the normal operation of the train. However, due to the limitations of factors such as the experimental environment and experimental costs, it is difficult to achieve a real environment in the existing technology. The present invention sets a transponder motion control system 100, which drives the transponder 104 to move through the test vehicle 101, and the external train is kept stationary, that is, the external on-board equipment remains stationary but is in working condition, able to receive and output signals, and only controls the movement of the transponder 104. It can also achieve relative movement between the transponder 104 and the external on-board equipment, making the experimental environment closer to the real environment and ensuring the experimental test effect. The test vehicle 101 is used to carry the transponder 104, and the test vehicle 101 is placed on the track 102, so that the test vehicle 101 drives the transponder 104 to move along the first direction X, realizing information transmission between the transponder 104 and the external on-board equipment. The movement of the test vehicle 101 requires the pneumatic motor 103 to drive it. Compared with the motor drive in the existing test environment, when the motor is working, the magnetic field usually acts on the current to force the electric motor, causing the motor to rotate, which converts electrical energy into mechanical energy. Since the transponder in the transponder motion control system and the external on-board equipment are usually connected for communication, the motor generates some voltages and currents that are not needed by the on-board equipment. These voltages and currents will cause certain electromagnetic interference to the on-board equipment, seriously affecting the effect of signal transmission between the various devices, and thus affecting the test results. The pneumatic motor 103 is a prime mover with compressed air as the working medium. It is a power device that uses the expansion effect of compressed gas to convert pressure energy into mechanical energy. The pneumatic motor does not generate additional current and voltage during operation, causing electromagnetic interference. Therefore, during the test process, additional electromagnetic interference can be effectively avoided, and electromagnetic interference can be avoided when the motor is working on the signal transmission between the transponder 104 in the transponder motion control system 100 and the external on-board equipment, which affects the accuracy of the experimental test results.The test vehicle 101 is also equipped with an interconnected liftable frame 105 and a supporting structure 106. The liftable frame 105 is lifted by a screw, while the supporting structure 106 carries the transponder 104. The liftable frame 105 drives the supporting structure 106 up and down, thereby adjusting the distance between the transponder 104 and the external on-board equipment, affecting the information transmission effect between the transponder 104 and the external on-board equipment. The transponder motion control system 100 can also be equipped with a ground electronic unit. The ground electronic unit serves as a data acquisition and processing unit. When there is a data change, the ground electronic unit generates a message based on the changed data and sends it to the transponder, facilitating data storage by the transponder and subsequent acquisition and identification by the on-board host unit.

[0033] The technical solution of an embodiment of the present invention comprises a transponder motion control system comprising a test vehicle, a track, a pneumatic motor, and a transponder. The pneumatic motor drives the test vehicle; the test vehicle is also equipped with a liftable frame and a load-bearing structure, which adjusts the distance between the transponder and external on-board equipment. The pneumatic motor adjusts the movement of the test vehicle to avoid generating additional electromagnetic interference during movement. It also controls the movement of the transponder, achieving relative motion between the transponder and the external on-board equipment, ensuring a test environment close to a real-world environment and ensuring test results.

[0034] Optional, continue to refer to Figure 1 The transponder motion control system 100 further includes a synchronization adjustment unit 107, a vertical projection of the synchronization adjustment unit 107 at least partially overlapping with a vertical projection of the central axis L of the track 102, and the central axis L of the track 102 extends along the first direction X; the synchronization adjustment unit 107 is connected to the pneumatic motor 103, and the synchronization adjustment unit 107 is at least partially in contact with the test vehicle 101. The pneumatic motor 103 drives the synchronization adjustment unit 107 to move, and the synchronization adjustment unit 107 drives the test vehicle 101 to move along the first direction X.

[0035] The transponder motion control system 100 is provided with a synchronization adjustment unit 107, which is connected to the pneumatic motor 103. The synchronization adjustment unit 107 and the test vehicle 101 are placed on the track 102. Because the vertical projection of the synchronization adjustment unit 107 at least partially overlaps with the vertical projection of the central axis L of the track 102, the bottom middle area of ​​the test vehicle 101 is partially in contact with the synchronization adjustment unit 107. When the pneumatic motor 103 drives the synchronization adjustment unit 107 to move, the synchronization adjustment unit 107 can drive the test vehicle 101 to move in the first direction X, thereby enabling information exchange between the transponder 104 carried by the test vehicle 101 and the external on-board equipment, thereby ensuring the test results.

[0036] Optional, continue to refer to Figure 1The synchronous adjustment unit 107 includes a first synchronous wheel 1071, a second synchronous wheel 1072 and a synchronous belt 1073. The track 102 includes a first connecting structure 108 and a second connecting structure 109 respectively located at both ends of the track 102. The first connecting structure 108 and the second connecting structure 109 both extend along the second direction Y. The first direction X intersects with the second direction Y. The first synchronous wheel 1071 is arranged on the first connecting structure 108, and the second synchronous wheel 1072 is arranged on the second connecting structure 109. The vertical projection of the first synchronous wheel 1071 at least partially overlaps with the vertical projection of the central axis L of the track 102, and the vertical projection of the second synchronous wheel 1072 at least partially overlaps with the vertical projection of the central axis L of the track 102. The first synchronous wheel 1071 and the second synchronous wheel 1072 are connected by a synchronous belt 1073, and the output shaft of the pneumatic motor 103 is coaxially fixed with the first synchronous wheel 1071.

[0037] Among them, the synchronization adjustment unit 107 is composed of a first synchronization wheel 1071, a second synchronization wheel 1072 and a synchronization belt 1073. The track 102 includes a first track section 1021 and a second track section 1022. The track 102 may include multiple connection structures to support and fix the first track 1021 and the second track section 1022. The track 102 includes at least a first connection structure 108 and a second connection structure 109 located at both ends of the track 102. The first connection structure 108 connects the first end of the first track section 1021 to the second track section 1022. A and the third end C of the second track section 1022, the second connecting structure 109 connects the second end B of the first track section 1021 and the fourth end D of the second track section 1022, the first connecting structure 108 and the second connecting structure 109 both extend along the second direction Y, the exemplary first direction X is perpendicular to the second direction Y, the first synchronous wheel 1071 is provided on the first connecting structure 108, the second synchronous wheel 1072 is provided on the second connecting structure 109, and the vertical projection of the first synchronous wheel 1071 is parallel to the central axis L of the track 102 The vertical projection of the second synchronous wheel 1072 at least partially overlaps with the vertical projection of the central axis L of the track 102, that is, the first synchronous wheel 1071 is set at the intersection of the first connecting structure 108 and the central axis L of the track 102, and the second synchronous wheel 1072 is set at the intersection of the second connecting structure 109 and the central axis L of the track 102. The first synchronous wheel 1071 and the second synchronous wheel 1072 are connected by a synchronous belt 1073. The synchronous belt 1073 moves along the first direction X, and the first synchronous wheel 1071 is close to the air The pneumatic motor 103 is set, and the output shaft of the pneumatic motor 103 is coaxially fixed with the first synchronous wheel 1071, so that when the pneumatic motor 103 is working, it drives the first synchronous wheel 1071 to rotate, and at the same time drives the synchronous belt 1073 and the second synchronous wheel 1072 to rotate, thereby driving the test vehicle 101 to move. The various components are mechanically connected to achieve synchronous operation, and no additional voltage and current are generated during the working process. The experimental test process effectively avoids additional electromagnetic interference to various electrical equipment, thereby ensuring the test effect of the transponder motion control system 100.

[0038] Optional, continue to refer to Figure 1 The transponder motion control system 100 also includes a control unit 110 and an electromagnetic adjustment unit 111. The electromagnetic adjustment unit 111 is electrically connected to the control unit 110. The electromagnetic adjustment unit 111 is connected to the pneumatic motor 103 through a pipeline. The control unit 110 outputs a first control signal, and the electromagnetic adjustment unit 111 outputs a control signal to the pneumatic motor 103 according to the first control signal to adjust the working state of the pneumatic motor 103.

[0039] The transponder motion control system 100 further includes a control unit 110 and an electromagnetic adjustment unit 111. The control unit 110 can be a single-chip microcomputer or a central processing unit, which analyzes and processes received signals and outputs corresponding control signals. The specific type of control unit 110 can be selected based on actual design requirements and is not specifically limited in this embodiment of the present invention. The electromagnetic adjustment unit 111 can be a solenoid valve, which affects the operating state of the pneumatic motor 103 by adjusting the valve's opening, closing, or degree of opening. The electromagnetic adjustment unit 111 is electrically connected to the control unit 110, and the control unit 110 outputs a first control signal which is received by the electromagnetic adjustment unit 111. The electromagnetic adjustment unit 111 is connected to the pneumatic motor 103 through a pipeline, so that the air pump 112 inflates the pneumatic motor 103. In the exemplary figure, the electromagnetic adjustment unit 111 and the pneumatic motor 103 are provided with two pipelines. The electromagnetic adjustment unit 111 outputs a pneumatic motor 103 control signal according to the first control signal to adjust the working state of the pneumatic motor 103, thereby realizing forward and reverse rotation of the pneumatic motor 103, thereby affecting the moving direction of the test vehicle 101, thereby ensuring the relative movement between the transponder 104 and the external vehicle-mounted equipment, making the test environment closer to the real environment while ensuring that the various components of the transponder motion control system 100 are working, avoiding additional electromagnetic interference, and ensuring the experimental test effect.

[0040] Optional, continue to refer to Figure 1 The transponder motion control system 100 also includes an air pump 112, which is connected to the electromagnetic adjustment unit 111 via a pipeline. The control unit 110 outputs a second control signal, and the electromagnetic adjustment unit 111 outputs an air pump control signal according to the second control signal to adjust the working state of the air pump 112.

[0041] Among them, the transponder motion control system 100 is also provided with an air pump 112, which inflates the pneumatic motor to ensure that the pneumatic motor 103 can convert pressure energy into mechanical energy, thereby driving the test vehicle 101 to move on the track 102. The air pump 112 is electrically connected to the electromagnetic adjustment unit 111, and the electromagnetic adjustment unit 111 is electrically connected to the control unit 110. When it is necessary to adjust the switch state of the air pump 112, the control unit 110 will output a second control signal, and the electromagnetic adjustment unit 111 will output an air pump control signal according to the received second control signal to adjust the working state of the air pump 112, so that the air pump switch of the air pump 112 is turned on or off, thereby affecting the motion state of the test vehicle 101, thereby meeting the test requirements.

[0042] Optional, continue to refer to Figure 1The track 102 includes at least a first track section 1021 and a second track section 1022 extending along a first direction X and arranged in parallel. The first track section 1021 includes a first end A and a second end B, and the second track section 1022 includes a third end C and a fourth end D. The first end A and the third end C are located on the same side, and the second end B and the fourth end D are located on the same side. The transponder motion control system 100 also includes a plurality of limit units 113, which are respectively arranged at the first end A, the second end B, the third end C and the fourth end D. The limit units 113 are electrically connected to the control unit 110. The control unit 110 controls the electromagnetic adjustment unit 111 to shut down according to the touch signal of the test vehicle 101 output by the limit unit 113.

[0043] Among them, the transponder motion control system 100 is further provided with a plurality of limit units 113. Since the track 102 has a certain extension length, the first track section 1021 and the second track section 1022 extending in parallel along the first direction X in the track 102 have the same length. The first track section 1021 includes a first end A and a second end B, and the second track section 1022 includes a third end C and a fourth end D. The first end A and the third end C are correspondingly provided, and the second end B and the fourth end D are correspondingly provided. In order to prevent the test vehicle 101 from deviating from the track 102 during the movement along the first direction X, the first end A, the second end B, the third end C and the fourth end D of the track 102 are provided. End D is respectively provided with a limit unit 113, and the limit unit 113 is provided with a limit switch. When the test vehicle 101 touches the limit switch during movement, since the limit unit 113 is electrically connected to the control unit 110, the control unit 110 recognizes the test vehicle 101 touch signal output by the limit unit 113. In order to prevent the test vehicle 101 from moving out of the track 102 and causing rollover, the control unit 110 will output the electromagnetic adjustment unit 111 to shut down and control the electromagnetic adjustment unit 111 to shut down, thereby stopping the air pump 112 from inflating the pneumatic motor 103, so that the test vehicle 101 stops moving, ensuring the normal and safe operation of the transponder motion control system 100.

[0044] Optionally, the track 102 includes at least a first track section 1021 and a second track section 1022 extending along the first direction X and arranged in parallel; the transponder motion control system 100 also includes an anti-dump unit 114, the anti-dump unit 114 includes at least a first anti-dump unit 1141 located in the first track section 1021 and a second anti-dump unit 1142 located in the second track section 1022, the first anti-dump unit 1141 and the second anti-dump unit 1142 are symmetrically arranged along the central axis L of the track 102.

[0045] The transponder motion control system 100 is further provided with an anti-dumping unit 114, which can be arranged along the entire first track section 1021 and the second track section 1022, or can be arranged in sections. The anti-dumping unit 114 fixes the rear end of the test vehicle 101 to prevent the test vehicle 101 from falling off the track 102 when the test vehicle 101 stops in an emergency. Figure 1 As shown, the first track section 1021 is equipped with two first anti-dump units 1141, and the second track section 1022 is equipped with two anti-dump units 114. To further reduce the risk of test vehicle 101 falling off track 102, each pair of first anti-dump units 1141 and second anti-dump units 1142 are symmetrically arranged along the central axis L of track 102, ensuring normal movement and parking of test vehicle 101. Furthermore, the distances between anti-dump units 114 and the first end A, second end B, third end C, and fourth end D of track 102 are less than the extension length of test vehicle 101 along the first direction X, further ensuring that anti-dump units 114 effectively secure test vehicle 101.

[0046] Optionally, the supporting structure 106 further includes a plurality of positioning units 115 , and the positioning units 115 are used to fix the transponder 104 .

[0047] Among them, multiple positioning units 115 are also provided on the supporting structure 106. For example, since the shape of the transponder 104 is a rectangular parallelepiped, four positioning units 115 are correspondingly provided. The positioning units 115 are arranged at intervals and the positioning units 115 are respectively arranged at the edge intersections of the transponder 104 on the side close to the supporting structure 106. The positioning units 115 are used to fix the transponder 104 to prevent the transponder 104 from falling during the movement of the test vehicle 101, thereby ensuring the test effect.

[0048] Figure 2 A schematic structural diagram of a transponder motion control device provided by an embodiment of the present invention is shown in FIG. Figure 3 A schematic structural diagram of another transponder motion control device provided by an embodiment of the present invention, such as Figure 2 and Figure 3 As shown, the transponder motion control device 200 includes the transponder motion control system 100 described in any of the above embodiments. It should be noted that since the transponder motion control device 200 provided in this embodiment includes any of the transponder motion control systems 100 described in the embodiments of the present invention, it has the same or corresponding beneficial effects as the transponder motion control system, and no further details will be given here.

[0049] Among them, the transponder motion control device 200 also includes a train system 201, and the train system 201 includes a test train 2011 and a train track 2012. The test train 2011 is fixed on the train track 2012, and the train system 201 is located on the side of the transponder motion control system 100 away from the ground. Along the direction Z perpendicular to the ground, the train system 201 and the transponder motion control system 100 are overlapped, so that the on-board antenna unit 202 in the train system 201 and the transponder in the transponder motion control system 100 can exchange information. Considering the experimental environment, the train system 201 remains stationary and only drives the transponder motion control system 100 to move, realizing the relative motion between the train system 201 and the transponder motion control system 100, so that the experimental environment is closer to the real train motion state, thereby ensuring the test accuracy.

[0050] Optional, continue to refer to Figure 2 and Figure 3 The train system further includes an onboard antenna unit 202 and an onboard host unit 203, and the onboard antenna unit 202 and the onboard host unit 203 are electrically connected.

[0051] Among them, the on-board antenna unit 202 and the on-board antenna unit 203 are both installed on the test train 2011. The on-board antenna unit 203 is used to transmit a power wave of a certain frequency, which can be 27.095MHz, and is used to receive the signal sent by the transponder 104, the center frequency of which can be 4.234MHz. When the test train 2011 and the transponder 104 are in relative motion, and the transponder 104 is located directly below the test train 2011, the on-board antenna unit 203 continuously radiates energy toward the side close to the ground. The emitted power wave activates the transponder 104, causing the transponder 104 to encode its stored information, such as geographic location, train destination operation information, route information, fixed speed limit information, etc., and then transmit it to the on-board antenna unit 202 through the antenna of the transponder 104 through frequency shift keying modulation. The onboard host unit 203 and the onboard antenna unit 202 are electrically connected via a D-cable. The onboard antenna unit 202 filters the information and then amplifies the useful signal, which is then demodulated and decoded before being transmitted to the onboard host unit 203. The onboard host unit 203 typically includes a power module, an electromagnetic transmitter, a receiving board, and an interface board to ensure proper operation. The onboard host unit 203 can analyze, process, and store received data, and can also transmit the processed data to the user end, allowing the user to view test results. This ensures real-time access to information about the operating status and surrounding environment between the test train 2011 and the test vehicle 101, ensuring test results.

[0052] The above specific embodiments do not limit the scope of protection of the present invention. Those skilled in the art will appreciate that various modifications, combinations, sub-combinations, and substitutions may be made based on design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention are intended to be included within the scope of protection of the present invention.

Claims

1. A transponder motion control system, characterized in that: include: Testing vehicles, tracks, pneumatic motors and transponders, The test vehicle is placed on the track, the track extends along a first direction, and the pneumatic motor drives the test vehicle to move along the first direction; The test vehicle further includes a liftable frame and a load-bearing structure, wherein the liftable frame is connected to the load-bearing structure, the liftable frame drives the load-bearing structure to rise and fall, and the load-bearing structure carries the transponder; The transponder motion control system further includes a synchronization adjustment unit, wherein a vertical projection of the synchronization adjustment unit at least partially overlaps a vertical projection of a central axis of the track, and the central axis of the track extends along the first direction; the synchronization adjustment unit is connected to the pneumatic motor, the synchronization adjustment unit is at least partially in contact with the test vehicle, the pneumatic motor drives the synchronization adjustment unit to move, and the synchronization adjustment unit drives the test vehicle to move along the first direction; The synchronous adjustment unit includes a first synchronous wheel, a second synchronous wheel and a synchronous belt. The track includes a first connecting structure and a second connecting structure respectively located at two ends of the track, the first connecting structure and the second connecting structure both extend along a second direction, and the first direction intersects the second direction. The first synchronous wheel is arranged on the first connecting structure, and the second synchronous wheel is arranged on the second connecting structure. The vertical projection of the first synchronous wheel at least partially overlaps with the vertical projection of the central axis of the track, and the vertical projection of the second synchronous wheel at least partially overlaps with the vertical projection of the central axis of the track. The first synchronous wheel and the second synchronous wheel are connected by the synchronous belt, and the output shaft of the pneumatic motor is coaxially fixed with the first synchronous wheel.

2. The transponder motion control system according to claim 1, characterized in that: The transponder motion control system also includes a control unit and an electromagnetic adjustment unit. The electromagnetic adjustment unit is electrically connected to the control unit, and the electromagnetic adjustment unit is connected to the pneumatic motor through a pipeline. The control unit outputs a first control signal, and the electromagnetic adjustment unit outputs a pneumatic motor control signal according to the first control signal to adjust the working state of the pneumatic motor.

3. The transponder motion control system according to claim 2, characterized in that: The transponder motion control system also includes an air pump, which is connected to the electromagnetic adjustment unit through a pipeline. The control unit outputs a second control signal, and the electromagnetic adjustment unit outputs an air pump control signal according to the second control signal to adjust the working state of the air pump.

4. The transponder motion control system according to claim 2, characterized in that: The track includes at least a first track section and a second track section extending along the first direction and arranged in parallel, the first track section includes a first end and a second end, the second track section includes a third end and a fourth end, the first end and the third end are located on the same side, and the second end and the fourth end are located on the same side, The transponder motion control system also includes multiple limit units, which are respectively arranged at the first end, the second end, the third end and the fourth end. The limit units are electrically connected to the control unit. The control unit controls the electromagnetic adjustment unit to shut down according to the test vehicle touch signal output by the limit unit.

5. The transponder motion control system according to claim 1, characterized in that: The track comprises at least a first track section and a second track section extending along the first direction and arranged in parallel; The transponder motion control system also includes an anti-dump unit, which includes at least a first anti-dump unit located in the first track section and a second anti-dump unit located in the second track section, and the first anti-dump unit and the second anti-dump unit are symmetrically arranged along the central axis of the track.

6. The transponder motion control system according to claim 1, characterized in that: The supporting structure further includes a plurality of positioning units, and the positioning units are used to fix the transponder.

7. A transponder motion control device, characterized in that: A transponder motion control system comprising any one of claims 1 to 6; The transponder motion control device further includes a train system, wherein the train system includes a test train and a train track, wherein the test train is fixedly arranged on the train track. The train system is located on a side of the transponder motion control system away from the ground, and along a direction perpendicular to the ground, the train system and the transponder motion control system at least partially overlap.

8. The transponder motion control device according to claim 7, characterized in that The train system further includes an onboard host unit and an onboard antenna unit, and the onboard host unit and the onboard antenna unit are electrically connected.

Images