A positioning and speed measurement system for a track-mounted maglev train with section markings

Abstract

The application relates to a positioning and speed measuring system on a track magnetic levitation vehicle based on an eddy current induction technology and with interval signs, and mainly applies to a positioning and speed measuring system on a track magnetic levitation vehicle with interval signs. The system comprises a tooth groove section and an ID section laid at intervals, and is provided with a sensor, a positioning and speed measuring processor and an automatic driving system on the track magnetic levitation vehicle. No matter which section the track magnetic levitation vehicle is in, the system can effectively detect the absolute position of the track magnetic levitation vehicle in the whole process. The application mainly solves the technical problems such as how to design the long-distance laid tooth groove section and the ID section laid at intervals along the movement direction of the track magnetic levitation vehicle. The application has the advantages that the system is not affected by the target distance change, has high reliability, and is simple to install and maintain.

Description

Technical Field

[0001] This invention relates to a positioning and speed measurement system for a maglev train based on eddy current induction technology and marked with interval markers. Specifically, it refers to a positioning and speed measurement system for a maglev train with interval markers. This system uses long-distance toothed sections and alternately laid ID sections along the direction of movement of the maglev train, laid cyclically. It is suitable for detecting position, speed, and direction of travel on rail trains, including maglev trains. Because this invention features fast, stable, accurate, and highly anti-interference testing characteristics, and is simple to construct, it is particularly suitable for speed measurement and positioning of medium- and low-speed maglev trains with very strong electromagnetic radiation interference. Background Technology

[0002] The country is vigorously promoting scientific and technological innovation, and various rail trains and medium- and low-speed maglev trains with independent intellectual property rights are rapidly entering the stage of improvement, development, and widespread use.

[0003] Positioning and speed measurement of low-to-medium speed linear maglev trains typically employs eddy current sensor technology, achieved through counting sleepers or toothed grooves. The advantage of eddy current sensors is their suitability for harsh or dirty environments, eliminating false readings caused by magnetic reeds, mechanical components, or contact switches. However, because eddy current sensors detect counting pulses generated by a metal block, their positioning and speed measurement method is only relative. Therefore, the obtained position of the maglev train is only relative to an uncertain reference starting point. To solve this problem, multiple absolute position address markers must be measured during operation. Only by counting the relative pulses at these absolute position address markers can the absolute address of the maglev train be calculated.

[0004] Therefore, this invention patent is hereby applied for. Summary of the Invention

[0005] To overcome the aforementioned shortcomings, the main objective of this invention is to provide a speed measurement system for eddy current induction conductive plates that simultaneously detects eddy current induction section marker data and determines the direction of travel, fulfilling the requirement for absolute position detection of the entire maglev vehicle. The system innovatively designs and reads the section ID encoding using a serial encoding method, ensuring that the section ID plate encoding data detected by the section ID sensor includes a start bit, data bit, and stop bit. Therefore, regardless of which section the maglev vehicle is in, the system can effectively detect the absolute position of the maglev vehicle throughout its journey – a positioning and speed measurement system for maglev vehicles with section markers.

[0006] The technical problem to be solved by this invention is: how to design long-distance toothed sections and spaced ID sections along the direction of motion of the maglev vehicle, and how to improve the processor's ability to detect and calculate speed, direction, section number, and absolute precision address throughout the entire process while receiving sensor signals.

[0007] The technical solution adopted by this invention to solve its technical problem is: a positioning and speed measurement system for a track maglev train with section markings, comprising a track section and a track maglev train, wherein long-distance toothed sections and alternately laid ID sections are laid along the direction of movement of the track maglev train, the toothed sections and alternately laid ID sections forming a cyclic laying structure, and are fixed to the guide rail bed of the track section by screws; sensors, a positioning and speed measurement processor and an on-board automatic driving system are provided in the track maglev train; the above components are combined into a whole to form a novel positioning and speed measurement system for a track maglev train with section markings, the system including at least:

[0008] The toothed section consists of speed measuring tooth plates and empty slots, arranged in the order of speed measuring tooth plates and empty slots, and laid along the entire section along the direction of linear motion.

[0009] The ID segment consists of a speed measuring tooth plate and an ID digital tooth plate. The ID digital tooth plate is embedded in the upper half of the empty slot, and the ID digital tooth plate is placed at the top of the empty slot as the number "0". Together with the speed measuring tooth plate, they form an ID segment and number.

[0010] The ID number tooth plate in the ID section is half the length of the speed measuring tooth plate. The ID number tooth plate is embedded in the lower half of the empty slot, with the number "1" at the bottom. The non-ID section has no ID number tooth plates at either the top or bottom.

[0011] The sensor system includes a tooth cog counting sensor SA, a tooth cog counting sensor SB, and a segment ID sensor SID. The tooth cog counting sensors SA and SB are two identical coils placed side-by-side; when one coil is completely covered by the speed measuring tooth plate, the other is uncovered. The segment ID sensor SID contains two identical coils placed vertically to detect the vertical position of the ID number tooth plate. The data output terminals of the three sensors (SA, SB, and SID) are electrically connected to the input terminal of the positioning speed measuring processor, which in turn is electrically connected to the input terminal of the vehicle's autonomous driving system.

[0012] Furthermore, the internal structure of the positioning and speed measurement electrical connection system sensor for a track maglev car with interval markings consists of a differential circuit composed of coil S, coil R, S frequency discriminator, R frequency discriminator, and Schmitt trigger. The output terminal of coil S is electrically connected to the input terminal of S frequency discriminator, and the output terminal of S frequency discriminator is electrically connected to the input terminal of Schmitt trigger. The output terminal of the symmetrical coil R is electrically connected to the input terminal of R frequency discriminator, and the output terminal of R frequency discriminator is electrically connected to the input terminal of Schmitt trigger. When measuring speed... When the toothed plate approaches the coil S, the inductance of this set of sensing coils decreases. After detection by the S frequency discriminator, the output DC voltage S increases, which will be greater than the output R voltage of the symmetrical end coil R and the R frequency discriminator, and cause the Schmitt trigger to output a high level. Similarly, when the speed measuring toothed plate (11) moves closer to the coil R, the inductance of this set of sensing coils decreases. After detection by the R frequency discriminator, the output DC voltage R increases, which will be greater than the output S voltage of the symmetrical end coil S and the S frequency discriminator, and cause the Schmitt trigger to flip and output a low level.

[0013] Furthermore, in the aforementioned positioning and speed measurement electrical connection system for a track maglev vehicle with section markings, the section ID sensor SID and the tooth counting sensor SA are arranged in parallel, with their boundaries separated by the width of a speed measuring tooth plate, and are used to detect the section ID number.

[0014] Furthermore, the distance between the center of the tooth counting sensor SB and the center of the tooth counting sensor SA in the positioning and speed measurement electrical connection system of the track maglev car with interval marking is 1.25 times the sum of the width of the speed measuring tooth plate and the width of the empty slot.

[0015] The beneficial effects of this invention are as follows: This invention provides a positioning and speed measurement system for a maglev train with section markings, which further overcomes the technical difficulties of on-site installation and long engineering and maintenance cycles encountered in actual implementation. It innovatively incorporates a serial encoding method into the design and reading of section ID encoding, ensuring that the section ID plate encoding data detected by the section ID sensor (SID) includes a start bit, data bit, and stop bit. Therefore, regardless of which section the maglev train is in, the system can effectively detect the absolute position of the maglev train throughout its entire journey. This system has the following advantages: high reliability, simple installation and maintenance; unaffected by changes in target distance; unaffected by interference from any unwanted conductive materials nearby; prevents false triggering due to environmental factors such as temperature or humidity changes; relatively simple and quick construction and maintenance; and real-time on-board detection, which is beneficial for rapid automatic driving operation. Attached Figure Description

[0016] The preferred embodiments will now be described in a clear and easy-to-understand manner, in conjunction with the accompanying drawings, to further explain the above-mentioned characteristics, technical features, advantages, and implementation methods of the present invention.

[0017] AppendixFigure 1 This is a schematic diagram of the overall structure of the present invention.

[0018] Appendix Figure 1-1 This is a detailed structural block diagram of the present invention;

[0019] Appendix Figure 2 This is a schematic diagram illustrating the timing and direction of motion identification of the waveforms in this invention;

[0020] Appendix Figure 3 This is a schematic diagram of an example of the encoding of ID segment 221 of the present invention;

[0021] Appendix Figure 3-1 This is a schematic diagram of the reading timing when the segment code is 221 in this invention;

[0022] Appendix Figure 4 This is a block diagram illustrating the principle of the sensor of the present invention.

[0023] Explanation of icon numbers:

[0024] 1-Groove section; 11-Speed ​​measuring gear plate; 12-Empty slot; 2-ID section; 21-ID digital gear plate; 3-Sensor; 31-Groove counting sensor SA; 32-Groove counting sensor SB; 33-Section ID sensor SID; 34-Coil S; 35-Coil R; 36-S frequency discriminator; 37-R frequency discriminator; 38-Schmitt trigger; 5-Positioning speed measuring processor; 6-Onboard automatic driving system; 7-Rail maglev train. Detailed Implementation

[0025] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the specific implementation methods of the present invention will be described below with reference to the accompanying drawings. Obviously, the drawings described below are merely some embodiments of the present invention. For those skilled in the art, other drawings and other implementation methods can be obtained based on these drawings without any creative effort.

[0026] To keep the drawings concise, each figure only schematically shows the parts relevant to the invention, and these do not represent the actual structure of the product. Furthermore, to facilitate understanding, in some figures, only one of components with the same structure or function is schematically depicted, or only one is labeled. In this document, "one" not only means "only one," but can also mean "more than one."

[0027] It should also be further understood that the term “and / or” as used in this application specification and the appended claims means any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0028] In this document, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections or electrical connections; they can refer to direct connections or indirect connections through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0029] Furthermore, in the description of this application, the terms "first," "second," etc., are used only for distinguishing descriptions and should not be construed as indicating or implying relative importance. It should be noted that the above embodiments can be freely combined as needed. The above are merely preferred embodiments of the present invention. It should be pointed out that for those skilled in the art, several improvements and modifications can be made without departing from the principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

[0030] Please see the appendix Figure 1 , 1-1 As shown in Figures 2, 3, and 4, the system of the present invention includes a track section and a track maglev train 7. Toothed sections 1 and alternately laid ID sections 2 are laid along the direction of movement of the track maglev train 7. The toothed sections 1 and alternately laid ID sections 2 form a cyclic laying structure and are fixed to the guide rail bed of the track section by screws. Sensors 3, positioning and speed measuring processors 5, and an onboard automatic driving system 6 are provided in the track maglev train 7. The above components are combined into a whole to form a novel onboard positioning and speed measuring system for track maglev trains with section markings. This system includes at least:

[0031] The toothed section 1 consists of a speed measuring tooth plate 11 and an empty slot 12, which are arranged in sequence according to the speed measuring tooth plate 11 and the empty slot 12, and are laid along the entire section along the straight motion direction.

[0032] ID segment 2 consists of speed measuring tooth plate 11 and ID digital tooth plate 21. ID digital tooth plate 21 is embedded in the upper half of the empty slot 12. The ID digital tooth plate 21 is placed in the upper part of the empty slot 12 and is the number "0". Together with speed measuring tooth plate 11, they form an ID segment 2 and number.

[0033] The ID digital tooth plate 21 in ID section 2 is half the length of the speed measuring tooth plate 11. The ID digital tooth plate 21 is embedded in the lower half of the empty slot 12, with the number "1" at the bottom. The non-ID section has no ID digital tooth plate 21 at either the top or bottom.

[0034] Sensor 3 includes a tooth cog counting sensor SA 31, a tooth cog counting sensor SB 32, and a section ID sensor SID 33. The tooth cog counting sensors SA 31 and SB 32 are two identical coils placed side by side. When one coil is completely covered by the speed measuring tooth plate 11, the other is not covered. The section ID sensor SID 33 contains two identical coils placed vertically to detect the vertical position of the ID digital tooth plate 21. The data output terminals of the three sensors SA 31, SB 32, and SID 33 are electrically connected to the input terminal of the positioning speed measuring processor 5, and the data output terminal of the positioning speed measuring processor 5 is electrically connected to the input terminal of the vehicle's autonomous driving system 6.

[0035] Please see the appendix Figure 4 As shown, the internal structure of the sensor 3 in the positioning and speed measurement electrical connection system of the track maglev car with section markings consists of a differential circuit composed of coil S 34, coil R 35, S-frequency discriminator 36, R-frequency discriminator 37, and Schmitt trigger 38. The output terminal of coil S 34 is electrically connected to the input terminal of S-frequency discriminator 36, and the output terminal of S-frequency discriminator 36 is electrically connected to the input terminal of Schmitt trigger 38. The output terminal of the symmetrical end coil R 35 is electrically connected to the input terminal of R-frequency discriminator 37, and the output terminal of R-frequency discriminator 37 is electrically connected to the input terminal of Schmitt trigger 38. When the speed measuring tooth plate 11 approaches coil S 34, the inductance of this set of sensing coils decreases. After detection by S-frequency discriminator 36, the output DC voltage S increases, which is greater than the output voltage R of the symmetrical end coil R 35 and R-frequency discriminator 37, causing Schmitt trigger 38 to output a high level. Similarly, when the speed measuring tooth plate 11 moves closer to coil R... 35. This reduces the inductance of the sensing coils. After detection by the R frequency discriminator 37, the output DC voltage R increases, becoming greater than the output S voltage of the symmetrical coil S 34 and the S frequency discriminator 36. This causes the Schmitt trigger 38 to flip, outputting a low level.

[0036] Please see the appendix Figure 1 , 1-1 As shown in Figures 2, 3, and 4, the ID digital tooth plate 21 in the ID section 2 of the positioning and speed measurement electrical connection system on the track maglev car with section markings is half the length of the speed measuring tooth plate 11. The ID digital tooth plate 21 is embedded in the lower half of the empty slot 12, with the number "1" at the bottom. The non-ID section has no ID digital tooth plate 21 at either the top or bottom.

[0037] Furthermore, the section ID sensor SID 33 and the tooth counting sensor SA 31 of the positioning and speed measurement electrical connection system on the track maglev car with section marking are arranged in parallel and separated by the width of a speed measuring tooth plate 11, and are used to detect the section ID number.

[0038] Furthermore, in the aforementioned positioning and speed measurement electrical connection system for a track maglev vehicle with interval markings, the distance between the center of the tooth counting sensor SB 32 and the center of the tooth counting sensor SA 31 is 1.25 times the sum of the width of the speed measuring tooth plate 11 and the width of the empty slot 12.

[0039] The specific structural features of this invention are as follows:

[0040] This invention patent application provides an eddy current induction conductive plate counting (speed measurement) that, while detecting speed, also detects the eddy current induction zone marker data and determines the running direction, fulfilling the requirement for full-process absolute position detection of rail (maglev) vehicles.

[0041] Please see the appendix Figure 1 As shown, the system consists of a long-distance toothed section 1 and an alternately laid ID section 2 laid along the direction of movement of the track (maglev) vehicle, along with sensors 3 installed on the track maglev train 7 and a positioning and speed measuring processor 5 on the train. This processor, while receiving sensor signals, performs detection and calculation of speed, direction, section number, and absolute precise address throughout the entire journey, and sends the data to the onboard automatic driving system 6 outside this system.

[0042] Please see the appendix Figure 1-1 As shown, the toothed section 1 consists of a speed-measuring tooth plate 11 made of conductive plates and an empty slot 12, which are laid sequentially throughout the entire section in the order of speed-measuring tooth plate 11 and empty slot 12. The speed-measuring tooth plate 11 is made of conductive material. The ID section 2, which is laid at intervals, consists of ID number tooth plates 21 with a length of 1 / 2 the length of the speed-measuring tooth plate 11, which are embedded vertically on the empty slot 12 according to a certain binary encoding rule to form an ID number; the sensor 3 consists of three sensors: tooth groove counting sensor SA 31, tooth groove counting sensor SB 32, and section ID sensor SID 33; and the positioning speed measuring processor 5, which together constitute the positioning speed measuring system on the track maglev car with section markings.

[0043] Please see the appendix Figure 1As shown, in this system, the speed measurement tooth plates 11 and the empty slots 12 in the tooth slot section 1 are arranged in sequence and laid across the whole section along the linear motion direction. In maglev projects, the widths of the tooth slots and the empty slots 12 are often designed to be the same as the stator tooth slot width of the linear motor (tens of centimeters). The length L of the tooth slot section 1 satisfies 100 tooth plate cycles < L < 1000 tooth plate cycles (tooth plate cycle = width of the speed measurement tooth plate 11 + width of the empty slot 12), and the length of the ID section 2 is 12 tooth plate cycles. The tooth plates are fixed to the guideway bed with screws. Among the three sensors 3, the tooth slot counting sensor SA 31, the tooth slot counting sensor SB 32, and the section ID sensor SID 33 are arranged in a line. The distance between the center of the tooth slot counting sensor SB 32 and the center of the tooth slot counting sensor SA 31 = (width of the speed measurement tooth plate 11 + width of the empty slot 12) × (1 + ¼).

[0044] When the coil S 34 of the tooth slot counting sensor is above the speed measurement tooth plate 11 and the coil R 35 is above the empty slot 12, the tooth slot counting sensor outputs a high level; when the coil R 35 of the tooth slot counting sensor is above the speed measurement tooth plate 11 and the coil S 34 is above the empty slot 12, the tooth slot counting sensor outputs a low level; when the maglev vehicle is running, the tooth slot counting sensors on the vehicle pass over the speed measurement tooth plates 11 and the empty slots 12 in sequence, generating counting pulses.

[0045] Based on the counting pulse frequency and the interval value of the speed measurement tooth plates 11, the speed value v of the maglev train can be calculated; based on the cumulative number of counting pulses and the interval value of the speed measurement tooth plates 11, the relative position value R - add of the maglev train from a random starting point can be calculated = cumulative number of counting pulses × speed measurement tooth plate interval value.

[0046] Please refer to the appendix Figure 2 As shown in the upper part, the timing when moving in the direction of SA: When the maglev vehicle moves with the tooth slot counting sensor SA 31 in front and the tooth slot counting sensor SB 32 behind, the phase of the output square wave of the two sensors has SA ahead of SB by 1 / ₂π, as Figure 2 shown in the upper part.

[0047] Please refer to the appendix Figure 2 As shown in the lower part, the timing when moving in the direction of SB:

[0048] When the maglev vehicle moves with the tooth slot counting sensor SB 32 in front and the tooth slot counting sensor SA 31 behind, the phase of the output square wave of the two sensors has SB1 ahead of SA1 by 1 / ₂π, as Figure 2 shown in the waveform of the lower part.

[0049] Therefore, based on the waveform timing analysis of the two sensors, the correct moving direction of the maglev vehicle can be obtained.

[0050] Please refer to the appendix Figure 2 The lower half shows the determination of the segment serial ID number and the absolute address:

[0051] The section ID sensor SID 33 and the tooth cog counting sensor SA 31 are placed side by side and separated by a speed measuring tooth plate width, and are used to detect the section ID number.

[0052] ID segment 2, while retaining the original toothed plate, adds several ID digital toothed plates 21 continuously to the upper or lower half of the empty slot 12. When the ID digital toothed plate 21 is placed in the lower part of the empty slot 12, and the coil S34 of the segment ID sensor SID 33 is above it, the ID sensor SID 33 outputs a high level, which is the number "1"; when the ID digital toothed plate 21 is placed in the upper part of the empty slot 12, and the coil R 35 of the segment ID sensor SID 33 is above it, the ID sensor SID 33 outputs a low level, which is the number "0". Several ID digital toothed plates 21 are arranged sequentially to form a segment serial ID number.

[0053] Please see the appendix Figure 3 As shown, in ID segment 2, taking an 8-bit ID as an example, when running to the right in the diagram, after passing through the "non-ID area", the segment ID sensor SID 33 detects the first lower half of the tooth plate, which is the "starting bit S1". Then it detects a "0", which is the "starting bit S0", indicating that the following 8 consecutive "11011101" digits are detected, forming ID=221. Finally, a "1" and a "0" are detected, which is the "stop bit ST". In this way, the speed measuring tooth plate 11 and the ID digital plate 21 together form a 12-bit "serial" code "101101110110", completing the segment ID plate reading.

[0054] Please see the appendix Figure 3-1 As shown, the lower edge of the SB signal is the ID reading clock: if the track (maglev) vehicle is running in reverse, that is, running to the left in the figure, the 12-bit serial segment ID code read is "011011101101" (it can be known from the timing of sensor SA and sensor SB, or from the fact that the starting bit of this serial code becomes "01" to know that the vehicle is running in reverse). Then, the middle 8 bits of "10111011" data in this serial code need to be read in reverse order to "11011101", which can form ID=221.

[0055] Find the address value S-add of the segment code from the "serial segment code", so the absolute address A-add = the address value S-add of the segment code + the relative address value R-add;

[0056] If the rail (maglev) vehicle runs in reverse, the address value S-add of the segment code should be modified according to the length of the "serial segment code" and the different starting bits.

[0057] In summary, when the track (maglev) vehicle is in motion, the speed measuring tooth plate 11 and the empty slot 12 provide tooth slot counting and pulse signal timing, and the ID digital tooth plate 21 is combined to form the section ID number, so the speed, direction and absolute position of the track (maglev) vehicle can be determined.

[0058] Positioning and speed measurement processor 5: Based on the above positioning and speed measurement principle, when sensor data is sent to the positioning and speed measurement processor 5 on the vehicle, the processor completes the detection and calculation of speed, direction, segment number, and absolute precision address throughout the entire process while receiving the sensor signal, and sends it to the vehicle's automatic driving system 6 outside this system.

[0059] Please see the appendix Figure 1 As shown, the internal structures of the tooth cog counting sensor SA 31, tooth cog counting sensor SB 32, and segment ID sensor SID 33 are all the same, only the size and distribution of the coils are different.

[0060] Please see the appendix Figure 4 As shown, the sensor design and structure: The sensor is a switch-state sensor based on the principle of eddy currents. The designed sensor consists of a differential scheme combining two induction coils and a frequency discriminator circuit. When a conductive object enters the proximity range of one of the sensor's induction coils, such as... Figure 4 When the speed measuring gear 11 approaches coil S 34, the inductance of this set of sensing coils decreases. After detection by the S-frequency discriminator 36, the output DC voltage S increases, exceeding the output voltage R of the symmetrical coil R 35 and the S-frequency discriminator 37. This causes the Schmitt trigger 38 to output a high level. Similarly, when the speed measuring gear 11 shifts to approach coil R 35, the inductance of this set of sensing coils decreases. After detection by the R-frequency discriminator 37, the output DC voltage R increases, exceeding the output voltage S of the symmetrical coil S 34 and the S-frequency discriminator 36. This causes the Schmitt trigger 38 to flip, outputting a low level.

[0061] This invention features a unique eddy current differential detection method with the following characteristics:

[0062] Unaffected by changes in target distance;

[0063] Unaffected by any unwanted conductive materials nearby;

[0064] It can prevent false triggering caused by environmental factors such as changes in temperature or humidity.

[0065] This patent innovatively incorporates a serial encoding method into the design and reading of the segment ID encoding. This ensures that the segment ID plate encoding data detected by the segment ID sensor SID 33 includes a start bit, data bits, and a stop bit. Therefore, regardless of which segment the track (maglev) vehicle is in, the system can effectively detect the absolute position of the track (maglev) vehicle throughout its entire journey. This system has the following advantages:

[0066] It features high reliability and simple installation and maintenance;

[0067] Unaffected by changes in target distance;

[0068] Unaffected by any unwanted conductive materials nearby;

[0069] It can prevent false triggering caused by environmental factors such as changes in temperature or humidity.

[0070] Construction and maintenance are relatively simple and quick.

[0071] Real-time onboard monitoring facilitates rapid autonomous driving operations.

[0072] It should be noted that the above embodiments can be freely combined as needed. The above are merely preferred embodiments of the present invention. It should be pointed out that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A track maglev vehicle positioning and speed measurement system with section marks, comprising a track section and a track maglev train (7), characterized in that: In the direction of motion of the track magnetic levitation train (7), the long-distance laid tooth groove section (1) and the interval laid ID section (2) are combined into a circulating laying structure, and are fixed on the rail bed of the track section by screws. The track magnetic levitation train (7) is provided with a sensor (3), a positioning and speed measurement processor (5), and an automatic driving system (6) on the train. The above components are combined into a new type of track magnetic levitation train positioning and speed measurement system with interval markers, which at least includes: The tooth groove section (1) is composed of a speed measurement tooth plate (11) and a hollow groove (12), which are arranged in sequence along the linear motion direction. The ID section (2) is composed of a speed measurement tooth plate (11) and an ID digital tooth plate (21), which is embedded in the upper half of the hollow groove (12). The ID digital tooth plate (21) is placed in the upper part of the hollow groove (12) as a digital "0", which together with the speed measurement tooth plate (11) forms an ID section (2) and a number. The ID digital tooth plate (21) in the ID section (2) is half the length of the speed measurement tooth plate (11), and the ID digital tooth plate (21) is embedded in the lower half of the hollow groove (12), which is a digital "1". The one without ID digital tooth plate (21) is a non-ID section. The sensor (3) is provided with a tooth groove counting sensor SA (31), a tooth groove counting sensor SB (32) and a section ID sensor SID (33). The tooth groove counting sensor SA (31) and the tooth groove counting sensor SB (32) are two same coils arranged side by side. When one of the coils is completely covered by the speed measurement tooth plate (11), the other one is not covered. The section ID sensor SID (33) is provided with two same coils arranged in an upper and lower structure, which is used to detect the upper and lower positions of the ID digital tooth plate (21). The data output ends of the tooth groove counting sensor SA (31), the tooth groove counting sensor SB (32) and the section ID sensor SID (33) are respectively connected to the input end of the positioning and speed measurement processor (5), and the data output end of the positioning and speed measurement processor (5) is connected to the input end of the automatic driving system (6) on the train.

2. The electric connection system for positioning and speed measurement of a track maglev vehicle with interval signs according to claim 1, characterized in that: The internal structure of the sensor (3) consists of a coil S (34), a coil R (35), an S frequency discriminator (36), an R frequency discriminator (37) and a Schmitt trigger (38) to form a differential circuit, the output end of the coil S (34) and the input end of the S frequency discriminator (36) are electrically connected with each other, the output end of the S frequency discriminator (36) and the input end of the Schmitt trigger (38) are electrically connected with each other; the output end of the symmetrical end coil R (35) and the input end of the R frequency discriminator (37) are electrically connected with each other, the output end of the R frequency discriminator (37) and the input end of the Schmitt trigger (38) are electrically connected with each other; when the speed measuring tooth plate (11) approaches the coil S (34), the inductance value of the sensor coil group becomes smaller, which is detected by the S frequency discriminator (36), and the output DC voltage S becomes larger, which is greater than the output voltage R of the symmetrical end coil R (35) and the R frequency discriminator (37), and the Schmitt trigger (38) outputs high level; similarly, the speed measuring tooth plate (11) shifts to approach the coil R (35), so that the inductance value of the sensor coil group becomes smaller, which is detected by the R frequency discriminator (37), and the output DC voltage R becomes larger, which is greater than the output voltage S of the symmetrical end coil S (34) and the S frequency discriminator (36), and the Schmitt trigger (38) flips and outputs low level.

3. The electric connection system for positioning and speed measurement of a track maglev vehicle with section marks according to claim 1, characterized in that: The segment ID sensor SID (33) and the tooth slot counting sensor SA (31) are in a parallel structure, and the boundary is separated by a width of the speed measuring tooth plate (11), which is used for detecting the segment ID number.

4. The electric connection system for positioning and speed measurement of a track maglev vehicle with interval signs according to claim 1, characterized in that: The center of the tooth slot counting sensor SB (32) is separated from the center of the tooth slot counting sensor SA (31) by a length of 1.25 times the sum of the width of the speed measuring tooth plate (11) and the width of the empty slot (12).

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