A positioning anti-shake method and system for high-speed maglev trains

Abstract

This invention relates to a positioning anti-shake method and system for high-speed maglev trains. The method first acquires two square wave signals output from a relative position sensor; then, a timing processing circuit processes the two square wave signals, ensuring that when the first square wave signal changes, the second square wave signal changes accordingly; if there is no change in the second square wave signal between two changes in the first square wave signal, then that change in the first square wave signal is considered unreasonable. Unreasonable changes in the two time-processed square wave signals are filtered out, resulting in two output signals; finally, based on the current operating state of the train and the edges of the two output signals, a tooth count is performed to determine the relative position of the high-speed maglev train. Compared with existing technologies, this invention has advantages such as avoiding interference caused by shaking, eliminating the impact of shaking at its source, increasing positioning accuracy, and enhancing positioning reliability.

Description

Technical Field

[0001] This invention relates to the field of train positioning technology, and in particular to a high-speed maglev train positioning anti-shake method and system. Background Technology

[0002] High-speed maglev trains, as a new type of urban rail transit, have advantages such as high speed, no pollution, low noise, safety and comfort, and strong climbing ability. The positioning and speed measurement system provides accurate train speed, direction, and mileage information to the operation control system. Therefore, the reliability and accuracy of the positioning and speed measurement system directly affect the operational safety of the maglev train. Sensors are key components in the speed and positioning system and play an extremely important role. The relative position sensor, also known as a tooth counter (NUT), is an important part of the positioning and speed measurement system; the train's direction of travel, tooth count, and magnetic pole phase angle information are all obtained through the relative position sensor. The absolute position sensor, also known as a positioning marker reader (INK), is mainly used to determine the vehicle's direction of travel.

[0003] During the lifting, stopping, and operation of a train, vibrations (vertical and horizontal) may occur. These vibrations generate interference signals. When processing these interference signals, the speed measurement and positioning system may mistakenly interpret them as the train still moving, leading to misjudgments by the vehicle control system and causing inaccurate train positioning. Summary of the Invention

[0004] The purpose of this invention is to overcome the defects of the prior art and provide a positioning anti-shake method and system for high-speed maglev trains.

[0005] The objective of this invention can be achieved through the following technical solutions:

[0006] According to one aspect of the present invention, a positioning anti-shake method for high-speed maglev trains is provided, the method comprising the following steps:

[0007] S1. Acquire the two square wave signals output by the relative position sensor;

[0008] S2. Set up a timing processing circuit to process the two square wave signals, so that when the first square wave signal changes, the second square wave signal changes, thus obtaining two timing-processed square wave signals.

[0009] S3. Filter out unreasonable transitions in the two time-processed square wave signals to obtain two output signals;

[0010] S4. Based on the current operating status of the train, the tooth groove count is performed by combining the edges of the two output signals to determine the relative position of the high-speed maglev train.

[0011] As a preferred technical solution, when the first square wave signal changes in S2, the condition for the second square wave signal to change is that the center of the coil corresponding to the first square wave signal is at least beyond the position of 1 / 2 slot structure.

[0012] As a preferred technical solution, the unreasonable transition in S3 is specifically defined as follows: if there is no transition of the second square wave signal between a transition of the first square wave signal and the next transition of the first square wave signal, then the transition of the first square wave signal is considered an unreasonable transition.

[0013] As a preferred technical solution, the two output signals in S3 include a first output signal and a second output signal, wherein the first output signal corresponds to a first square wave signal and the second output signal corresponds to a second square wave signal.

[0014] As a preferred technical solution, in S4, if the train is currently running in the forward direction, the specific relationship between the two output signals and the two square wave signals is as follows: the phase of the first square wave signal is the same as the phase of the first output signal, and the phase of the second square wave signal is the same as the phase of the second output signal.

[0015] As a preferred technical solution, in S4, if the train is currently running in the forward direction, the rising edge of the second output signal is used to count the tooth grooves of the relative position sensor.

[0016] As a preferred technical solution, in S4, if the train is currently running in reverse, the specific relationship between the two output signals and the two square wave signals is as follows: the phase of the first square wave signal leads the phase of the first output signal by 90°, and the phase of the second square wave signal leads the phase of the second output signal by 90°.

[0017] As a preferred technical solution, in S4, if the train is currently running in the opposite direction, the falling edge of the first output signal is used to count the tooth grooves of the relative position sensor.

[0018] As a preferred technical solution, in S4, if the current operating state of the train is a change in the direction of travel, the direction of travel of the train is determined first, and then the tooth groove count is performed.

[0019] According to another aspect of the present invention, a high-speed maglev train positioning anti-shake system is provided. The system operates using a high-speed maglev train positioning anti-shake method as described above. The system includes a relative position sensor module, a timing processing circuit module, and a toothed positioning module.

[0020] The relative position sensor module is used to acquire two square wave signals;

[0021] The timing processing circuit module is used to make the second square wave signal change when the first square wave signal changes, and to obtain two output signals after filtering out unreasonable signals.

[0022] The tooth groove positioning module is used to count tooth grooves based on the current operating status of the train and the edges of the two output signals, thereby determining the relative position of the high-speed maglev train.

[0023] Compared with the prior art, the present invention has the following advantages:

[0024] 1. This invention incorporates a timing processing circuit to process two square wave signals. When the first square wave signal transitions, the second square wave signal also transitions, resulting in two time-processed square wave signals. By filtering out unreasonable transitions in these signals, two output signals are obtained. Then, based on the train's current operating status and the edges of the two output signals, a tooth counting operation is performed to determine the relative position of the high-speed maglev train. This avoids interference caused by jitter, eliminating its impact at the source and increasing positioning accuracy.

[0025] 2. In this invention, when the train is currently traveling in the forward direction, the specific relationship between the two output signals and the two square wave signals is as follows: the phase of the first square wave signal is the same as the phase of the first output signal, and the phase of the second square wave signal is the same as the phase of the second output signal. When the train is currently traveling in the reverse direction, the specific relationship is as follows: the phase of the first square wave signal leads the phase of the first output signal by 90°, and the phase of the second square wave signal leads the phase of the second output signal by 90°. That is, the sequential circuit handles the two conditions of forward and reverse travel, and the phase relationship between the output signal and the input signal is different, preventing the occurrence of missed cogging when the direction signal changes, thus enhancing the reliability of positioning.

[0026] 3. In this invention, when the train's current operating state involves a change in direction, the tooth counting process first determines the train's direction of travel before counting the tooth grooves. When the train is traveling in the forward direction, the rising edge of the second output signal is used to count the tooth grooves of the relative position sensor. When the train is traveling in the reverse direction, the falling edge of the first output signal is used to count the tooth grooves of the relative position sensor. This achieves precise train positioning and meets the positioning accuracy requirements of the relative position sensor. Attached Figure Description

[0027] Figure 1 This is a flowchart illustrating the high-speed maglev train positioning and anti-shake method of the present invention.

[0028] Figure 2 This is a circuit diagram of the timing processing circuit in the embodiment;

[0029] Figure 3a This is a square wave signal diagram during forward driving in the embodiment;

[0030] Figure 3bThis is a square wave signal diagram during reverse driving in the embodiment;

[0031] Figure 4 This is a waveform diagram of the input1 signal with a phase of approximately 135° in the embodiment;

[0032] Figure 5 This is a waveform diagram of the input1 signal with a phase of approximately 45° in the embodiment;

[0033] Figure 6 This is a waveform diagram of the input1 signal with a phase of approximately 315° in the embodiment;

[0034] Figure 7 This is a waveform diagram of the input1 signal with a phase of approximately 225° in the embodiment;

[0035] Figure 8 This is a waveform diagram of the input2 signal with a phase of approximately 135° in the embodiment;

[0036] Figure 9 This is a waveform diagram of the input2 signal with a phase of approximately 45° in the embodiment;

[0037] Figure 10 This is a waveform diagram of the input2 signal with a phase of approximately 315° in the embodiment;

[0038] Figure 11 The waveform diagram shows the input2 signal with a phase of approximately 225° in the example. Detailed Implementation

[0039] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0040] Example

[0041] This embodiment applies a high-speed maglev train positioning and anti-shake method, such as... Figure 1 As shown, it includes the following steps:

[0042] S1. Acquire the two square wave signals output by the relative position sensor;

[0043] The relative position sensor on the high-speed maglev train obtains two square wave signals output by processing the original square wave signal.

[0044] Currently available relative position sensors all process the original square wave signal to output two square wave signals, and then determine the position of the high-speed maglev train by counting the tooth grooves. Currently, relative position sensors are prone to misinterpreting signal jitter as activation, leading to inaccurate counting results.

[0045] S2. Set up a timing processing circuit to process the two square wave signals, so that when the first square wave signal changes, the second square wave signal changes, thus obtaining two timing-processed square wave signals.

[0046] S3. Filter out unreasonable transitions in the two time-processed square wave signals to obtain two output signals;

[0047] In this embodiment, by timing the two square wave signals, the second square wave signal changes when the first square wave signal changes. Therefore, even if interference exists, since the two output square wave signals do not have corresponding level changes, they will not be considered as starting, thus avoiding the effects of jitter.

[0048] In this embodiment, as Figure 2 The diagram shows a timing processing circuit. DSTM1 and DSTM2 are the input sine and cosine square waves, respectively. Two D outputs, U1A and U2B, are used for data retention and buffering. Figure 2 The circuit diagram allows for the addition of an edge detection circuit for a second square wave signal between the two edges of the first square wave signal. This serves as a criterion for determining the reliability of the two edges of the first signal. If an edge transition of the second square wave signal exists between the edge transitions of the first signal, the edge transition of the first signal is considered valid; otherwise, it is considered invalid and filtered out. The two square wave signals are cross-checked using this method.

[0049] S4. Based on the current operating status of the train, the tooth groove count is performed by combining the edges of the two output signals to determine the relative position of the high-speed maglev train.

[0050] In this embodiment, when using tooth grooves for positioning, the position of the high-speed maglev train is determined by the signal changes of two square wave signals.

[0051] In this embodiment, the high-speed maglev train positioning anti-shake method uses a timing processing circuit to process two square wave signals in a timing manner. This causes the second square wave signal to change when the first square wave signal changes. Therefore, when there is a jitter signal, the other square wave signal will not change and will be treated as interference. This avoids interference caused by jitter and eliminates the impact of jitter at its source.

[0052] In this embodiment, the first square wave signal and the second square wave signal correspond to the first output signal and the second output signal, respectively. When traveling in the forward direction, as... Figure 3a As shown, the first square wave signal and the first output signal are the same, and the second square wave signal and the second output signal are the same; when traveling in the opposite direction, as... Figure 3b As shown, the first square wave signal leads the first output signal by 90°, and the second square wave signal leads the second output signal by 90°.

[0053] In this embodiment, when traveling in the forward direction, the rising edge of the second output signal is used to count the tooth grooves of the relative position sensor; when traveling in the reverse direction, the falling edge of the first output signal is used to count the tooth grooves of the relative position sensor.

[0054] In this embodiment, when the coil corresponding to the first square wave signal or the second square wave signal passes through at least half of the slot structure, the timing processing circuit causes the other square wave signal to jump.

[0055] In this embodiment, the following situations regarding changes in direction are listed and analyzed in detail:

[0056] In this embodiment, when reverse driving changes to forward driving, such as Figure 4 As shown, the direction change occurs at the position where the center of the coil corresponding to the input1 signal passes through the 3 / 4 tooth structure, that is, the phase of the input1 signal is about 135°, which enables the input2 signal to jump.

[0057] In this embodiment, when reverse driving changes to forward driving, such as Figure 5 As shown, the direction change occurs at the position of the coil center corresponding to the input1 signal, which is 1 / 4 tooth structure. That is, the phase of the input1 signal is about 45°, and it does not reach the position where the input2 signal jumps.

[0058] In this embodiment, when reverse driving changes to forward driving, such as Figure 6 As shown, the direction change occurs at the position where the center of the coil corresponding to the input1 signal passes through the 3 / 4 slot structure, that is, the phase of the input1 signal is about 315°, which enables the input2 signal to jump.

[0059] In this embodiment, when reverse driving changes to forward driving, such as Figure 7 As shown, the direction change occurs at the position where the center of the coil corresponding to the input1 signal passes through the 1 / 4 slot structure, that is, the phase of the input1 signal is about 225°, and it has not reached the position where the input2 signal jumps.

[0060] In this embodiment, when forward driving changes to reverse driving, such as Figure 8As shown, the direction change occurs at the position where the center of the coil corresponding to the input2 signal passes through the 3 / 4 tooth structure, that is, the phase of the input2 signal is about 135°, which enables the input1 signal to jump.

[0061] In this embodiment, when forward driving changes to reverse driving, such as Figure 9 As shown, the direction change occurs at the position of the coil center corresponding to the input2 signal, which is 1 / 4 tooth structure. That is, the phase of the input2 signal is about 45°, and it does not reach the position where the input1 signal jumps.

[0062] In this embodiment, when forward driving changes to reverse driving, such as Figure 10 As shown, the direction change occurs at the position where the center of the coil corresponding to the input2 signal passes through the 3 / 4 slot structure, that is, the phase of the input2 signal is about 315°, which enables the input1 signal to change.

[0063] In this embodiment, when forward driving changes to reverse driving, such as Figure 11 As shown, the direction change occurs at the position where the center of the coil corresponding to the input2 signal passes through the 1 / 4 slot structure, that is, the phase of the input1 signal is about 225°, and it has not reached the position where the input1 signal jumps.

[0064] In this embodiment, since the timing circuit handles the two conditions of forward and reverse operation, the phase relationship between the output signal and the input signal is different. That is, when running in reverse, the out1 and out2 signals lag behind the input1 and input2 signals by 90° respectively. When running in forward, input1 is synchronized with out1, and input2 is synchronized with out2. Furthermore, it is not possible to realize the tooth counting function through only one output signal (out1 or out2), so that the tooth counting will not be missed when the direction signal changes.

[0065] In this embodiment, the specific process of tooth counting is as follows: during forward operation, the rising edge of the out2 signal is counted; during reverse operation, the falling edge of the out1 signal is counted; when the direction changes, the direction is determined first before counting. Therefore, this high-speed maglev train positioning anti-shake method can effectively eliminate interference signals caused by shaking, avoid interference caused by shaking, and eliminate the impact of shaking at its source. During train turnaround, there is a 1 / 4 scenario in the circuit design where tooth counting is missed, but it still meets the positioning accuracy requirement of ±1 tooth cycle for the NUT sensor.

[0066] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and these modifications or substitutions should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A positioning and anti-shake method for high-speed maglev trains, characterized in that, The method includes the following steps: S1. Acquire the two square wave signals output by the relative position sensor; S2. Set up a timing processing circuit to process the two square wave signals, so that when the first square wave signal changes, the second square wave signal changes, thus obtaining two timing-processed square wave signals. S3. Filter out unreasonable transitions in the two time-processed square wave signals to obtain two output signals; S4. Based on the current operating status of the train, the tooth groove count is performed in combination with the edges of the two output signals to determine the relative position of the high-speed maglev train. The unreasonable transition in S3 is specifically defined as follows: if there is no transition of the second square wave signal between a transition of the first square wave signal and the next transition of the first square wave signal, then the transition of the first square wave signal is considered an unreasonable transition.

2. The high-speed maglev train positioning and anti-shake method according to claim 1, characterized in that, When the first square wave signal changes in S2, the condition for the second square wave signal to change is that the center of the coil corresponding to the first square wave signal is at least beyond the position of 1 / 2 slot structure.

3. The high-speed maglev train positioning and anti-shake method according to claim 1, characterized in that, The two output signals in S3 include a first output signal and a second output signal, wherein the first output signal corresponds to a first square wave signal and the second output signal corresponds to a second square wave signal.

4. The high-speed maglev train positioning and anti-shake method according to claim 3, characterized in that, In S4, if the train is currently running in the forward direction, the specific relationship between the two output signals and the two square wave signals is as follows: the phase of the first square wave signal is the same as the phase of the first output signal, and the phase of the second square wave signal is the same as the phase of the second output signal.

5. The high-speed maglev train positioning and anti-shake method according to claim 4, characterized in that, In step S4, if the train is currently traveling in the forward direction, the rising edge of the second output signal is used to count the tooth grooves of the relative position sensor.

6. The high-speed maglev train positioning and anti-shake method according to claim 3, characterized in that, In S4, if the train is currently running in reverse, the specific relationship between the two output signals and the two square wave signals is as follows: the phase of the first square wave signal leads the phase of the first output signal by 90°, and the phase of the second square wave signal leads the phase of the second output signal by 90°.

7. The high-speed maglev train positioning and anti-shake method according to claim 6, characterized in that, In step S4, if the train is currently running in the opposite direction, the falling edge of the first output signal is used to count the tooth grooves of the relative position sensor.

8. The high-speed maglev train positioning and anti-shake method according to claim 3, characterized in that, In S4, if the train's current operating state is a change in direction, the train's direction of travel is determined first, and then the tooth groove count is performed.

9. A positioning and anti-shake system for high-speed maglev trains, characterized in that, The system operates using a high-speed maglev train positioning and anti-shake method as described in any one of claims 1-8. The system includes a relative position sensor module, a timing processing circuit module, and a toothed positioning module. The relative position sensor module is used to acquire two square wave signals; The timing processing circuit module is used to make the second square wave signal change when the first square wave signal changes, and to obtain two output signals after filtering out unreasonable signals. The tooth groove positioning module is used to count tooth grooves based on the current operating status of the train and the edges of the two output signals, thereby determining the relative position of the high-speed maglev train.

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