Railway vehicle speed measurement system, speed measurement method and electronic equipment

Abstract

The invention discloses a rail vehicle speed measurement system, a speed measurement method and electronic equipment. The system comprises a distance measurement board; the sensing sides are arranged on the distance measuring plate and extend in the length direction of the track, the lengths of the sensing sides are equal, the number of the sensing sides is at least three, and the vertical distances between the adjacent sensing sides and the track are distributed in a step shape; the probe is fixedly arranged on the rail vehicle, and the probe is used for collecting distance information reflected by the induction side in the process of moving along the rail; and the control device is in communication connection with the probe and is used for controlling the probe to collect the distance information and the time point information reflected by each sensing side according to a preset working mode and determining the speed information of the railway vehicle according to the length of the sensing side, the distance information and the time point information. Compared with the prior art, the rail vehicle speed measurement system, the speed measurement method and the electronic equipment provided by the invention have the advantages of high speed measurement precision, good adaptability, wide measurement range, no electromagnetic interference, simple structure and lower cost.

Description

Technical Field

[0001] The present application relates to the technical field of track speed measurement, and more specifically, to a track vehicle speed measurement system, a speed measurement method, and an electronic device. Background Art

[0002] As one of the important transportation modes, rail transit plays an indispensable role in life. The train safety guarantee system is an important part of the entire rail transit system, and whether the train's running speed always meets the requirements has always been a concern.

[0003] Currently, non-contact speed measurement and positioning methods adopted at home and abroad include speed measurement methods using cross induction loops, radar speed measurement methods, and induction sleeper speed measurement methods. The sensors used in the above methods are eddy current sensors, Doppler radar sensors, acceleration sensors, etc.; the above several non-contact speed measurement and positioning methods all adopt the eddy current principle and measure speed by detecting changes in electromagnetic reflection, which have deficiencies such as inaccurate low-speed measurement, high cost, weak anti-interference ability, and being greatly affected by the track.

[0004] Therefore, there is an urgent need for a track vehicle speed measurement system, a speed measurement method, and an electronic device with high speed measurement accuracy, good adaptability, wide measurement range, not affected by electromagnetic interference, simple structure, and lower cost. Summary of the Invention

[0005] To solve the above technical problems, the present application provides a track vehicle speed measurement system, a speed measurement method, and an electronic device with high speed measurement accuracy, good adaptability, wide measurement range, not affected by electromagnetic interference, simple structure, and lower cost.

[0006] The technical solution provided by the present application is as follows:

[0007] A track vehicle speed measurement system, comprising:

[0008] A ranging board fixedly arranged on the track;

[0009] An induction side arranged on the ranging board, the induction side extending along the length direction of the track, the lengths of the induction sides being equal, at least three induction sides being provided, and the vertical distances between adjacent induction sides and the track being distributed in a stepped manner;

[0010] A probe fixedly arranged on the track vehicle, the probe being used for collecting distance information reflected by the induction side during the process of moving along the track;

[0011] A control device communicatively connected to the probe, for controlling the probe to collect distance information and time point information reflected by each induction side according to a preset working mode, and determining the speed information of the track vehicle according to the length, distance information, and time point information of the induction side.

[0012] Preferably, the difference in the vertical distance between adjacent induction sides is not less than the maximum value of the vertical vibration of the rail vehicle.

[0013] Preferably, the ranging board is fixedly arranged inside the rail, the induction side is arranged on the side of the ranging board away from the rail, and the probe is arranged perpendicular to the induction side.

[0014] Preferably, at least two induction sides form a test section, and a plurality of test sections are arranged in sequence along the extending direction of the rail.

[0015] A speed measurement method for a rail vehicle, implemented based on the rail vehicle speed measurement system described in any one of the above, includes the following steps:

[0016] Collect the distance information and time point information of each induction side from the probe at a preset frequency through the control device;

[0017] According to the distance information and time point information, determine the first time node at the first distance change and the second time node at the second distance change;

[0018] According to the first time node, the second time node, and the length of the induction side, determine the speed information of the rail vehicle.

[0019] Preferably, determining the speed information of the rail vehicle according to the first time node, the second time node, and the length of the induction side includes the following steps:

[0020] Calculate the actual time between the two according to the first time node and the second time node;

[0021] Calculate the longest time difference according to the preset minimum speed and the length of the induction side;

[0022] If the actual time is greater than the longest time difference, determine that the current speed Vi of the rail vehicle is 0.

[0023] Preferably, determining the speed information of the rail vehicle according to the first time node, the second time node, and the length of the induction side further includes the following steps:

[0024] If the actual time is less than or equal to the longest time difference, determine the current speed V of the rail vehicle i The relational expression is:

[0025] V i = L / Δt,

[0026] where L is the length of the induction side, and Δt is the time difference between the first time node and the second time node.

[0027] Preferably, at least three of the induction sides form a test section, and the vertical displacements between the induction sides and the track on the same test section are arranged in an increasing or decreasing order. The method further includes the following steps:

[0028] Judge the running direction of the rail vehicle according to the distance information and the vertical displacement distribution between the induction side and the track.

[0029] Preferably, judging the running direction of the rail vehicle according to the distance information and the vertical displacement distribution between the induction side and the track specifically includes the following steps:

[0030] Obtain the distance difference when the distance changes according to the distance information;

[0031] If along the forward running direction of the rail vehicle, the displacements between the induction side and the track are arranged in a decreasing order;

[0032] Judge whether the distance difference is 2h or -2(k - 1)h;

[0033] If so, confirm that the rail vehicle is moving forward;

[0034] If not, judge whether the distance difference is -2h or 2(k - 1)h. If so, confirm that the rail vehicle is moving backward;

[0035] If not, adjust the preset frequency and return to judge whether the distance difference is 2h or -2(k - 1)h;

[0036] Where k is the number of induction sides set on the test section.

[0037] Preferably, the method further includes the following steps:

[0038] Judge the running state of the rail vehicle and determine the distance of a single forward or backward run of the rail vehicle;

[0039] Based on the length of the induction side, the running direction of the rail vehicle, the distance of a single forward or backward run of the rail vehicle, and the initial position, determine the current position information S of the vehicle 绝对 , the current position information S of the vehicle 绝对 The relational expression is:

[0040] Or,

[0041] Where S initial is the initial position of the rail vehicle. When it is judged that the running direction of the rail vehicle is forward, P j is 1. When it is judged that the running direction of the rail vehicle is backward, Pj is -1, S j单向 is the distance that the rail vehicle runs once in the forward or reverse direction, and L is the length of the induction side.

[0042] Preferably, judge the running state of the rail vehicle and determine the distance S that the rail vehicle runs once in the forward or reverse direction j单向 , which specifically includes the following steps:

[0043] Judge the current speed V of the rail vehicle i whether it is less than the preset speed;

[0044] If the current speed V of the rail vehicle i is less than the preset speed and the rail vehicle is running in a low - speed state, then the distance S that the rail vehicle runs once 单向 has the following relationship:

[0045] S 单向 = ML,

[0046] where L is the length of the induction side, and M is the number of times that the determined running direction at this sampling point is the same as the determined running direction at the previous time and the measured distance by the probe changes;

[0047] If the current speed V of the rail vehicle i is not less than the preset speed, it is determined that the rail vehicle is running in a high - speed state, and the distance S that the rail vehicle runs once 单向 has the following relationship:

[0048] S 单向 = 3NL,

[0049] where L is the length of the induction side, and N is the number of times that the same distance difference appears when the determined running direction at this sampling point is the same as the determined running direction at the previous time.

[0050] A computer - readable storage medium stores a computer program which, when executed by one or more processors, implements the steps of the method described in any one of the above.

[0051] An electronic device includes a memory and one or more processors. A computer program is stored on the memory. The memory and the one or more processors are communicatively connected to each other. When the computer program is executed by the one or more processors, the steps of the method described in any one of the above are executed.

[0052] The present invention provides a speed measurement system for rail vehicles, which includes a ranging board, an induction side, a probe, and a control device. Among them, the ranging board is fixedly arranged on the track, the induction side is arranged on the ranging board, the induction side extends along the length direction of the track, at least three induction sides are provided, and the vertical distances between adjacent induction sides and the track are distributed in a stepped manner. The probe is used to be arranged on the rail vehicle and move along with the rail vehicle. The probe is used to collect the distance information reflected by the induction side during the movement along the track. The control device is communicatively connected to the probe. The control device is used to control the probe to collect the distance information and time point information reflected by each induction side according to a preset working mode, and determine the speed information of the probe according to the distance information and time point information. It can be seen that, compared with the prior art, the speed measurement system for rail vehicles in the embodiment of the present invention has high speed measurement accuracy, good adaptability, wide measurement range, is not affected by electromagnetic interference, has a simple structure, and lower cost.

[0053] The present invention also provides a speed measurement method, which is implemented based on the above-mentioned speed measurement system for rail vehicles, and includes the following steps: obtaining, by the control device, the distance information and time point information of each induction side collected by the probe according to a preset working mode; determining, according to the distance information and time point information, a first time node when the first distance change occurs, and a second time node when the second distance change occurs; and determining the speed information of the rail vehicle according to the first time node, the second time node, and the length of the induction side. The above technical effects can also be achieved.

[0054] The present invention also provides a computer-readable storage medium. The computer program stored in the computer-readable storage medium, when executed by one or more processors, is used to implement the steps of any one of the above methods, and the above technical effects can also be achieved.

[0055] The present invention also provides an electronic device, which includes a memory and one or more processors. A computer program is stored on the memory, and the memory and the one or more processors are communicatively connected to each other. When the computer program is executed by the one or more processors, the steps of the method as described above are executed, and the above technical effects can also be achieved. BRIEF DESCRIPTION OF THE DRAWINGS

[0056] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the following drawings are only some embodiments of the present application. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0057] Figure 1 FIG. 1 is a schematic structural diagram of a speed measurement system for rail vehicles provided by an embodiment of the present invention;

[0058] Figure 2 A structural schematic diagram of the speed measurement system for rail vehicles provided by the embodiments of the present invention;

[0059] Figure 3 A flowchart of the speed measurement method provided by the embodiments of the present invention;

[0060] Figure 4 A schematic principle diagram of speed measurement using a ranging board provided by the embodiments of the present invention;

[0061] Figure 5 An operating waveform diagram of the distance information reflected by the ranging board and the displacement of the probe when the probe is traveling forward provided by the embodiments of the present invention;

[0062] Figure 6 An operating waveform diagram of the distance information reflected by the ranging board and the displacement of the probe when the probe is traveling backward provided by the embodiments of the present invention;

[0063] Figure 7 A structural schematic diagram of an electronic device provided by the embodiments of the present invention.

[0064] Reference numerals: 1, ranging board; 2, track; 3, probe; 40, electronic device; 41, processor; 42, communication bus; 43, user interface; 44, external communication interface; 45, memory. Detailed implementation manners

[0065] In order to enable those skilled in the art to better understand the technical solutions in the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present application.

[0066] It should be noted that when an element is referred to as being "fixed to" or "disposed on" another element, it can be directly on the other element or indirectly disposed on the other element; when an element is referred to as being "connected to" another element, it can be directly connected to the other element or indirectly connected to the other element.

[0067] It should be understood that the orientation or positional relationship indicated by the terms "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation to the present application.

[0068] In addition, the terms "first" and "second" are only used for descriptive purposes and should not be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include one or more of such features. In the description of this application, "a plurality of" and "several" mean two or more, unless otherwise specifically defined.

[0069] It should be noted that the structures, proportions, sizes, etc. shown in the drawings of this specification are only used to cooperate with the content disclosed in the specification for those skilled in this technology to understand and read, and are not used to limit the implementable conditions of this application. Therefore, they do not have substantial technical significance. Any modification of the structure, change of the proportional relationship, or adjustment of the size, without affecting the effects that this application can produce and the purposes that can be achieved, should still fall within the scope covered by the technical content disclosed in this application.

[0070] The embodiments of the present invention are written in a progressive manner.

[0071] As Figures 1 to 2 shown, an embodiment of the present invention provides a speed measurement system for a rail vehicle, including: a ranging board 1 fixedly arranged on a track 2; an induction side arranged on the ranging board 1, the induction side extending along the length direction of the track 2, the lengths of the induction sides being equal, at least three induction sides being provided, and the vertical distances between adjacent induction sides and the track 2 being distributed in a stepped manner; a probe 3, the probe 3 being fixedly arranged on the rail vehicle, the probe 3 being used for collecting distance information reflected by the induction side during the movement along the track 2; a control device, communicatively connected to the probe 3, for controlling the probe 3 to collect distance information and time point information reflected by each induction side according to a preset working mode, and determining the speed information of the rail vehicle according to the length of the induction side, the distance information, and the time point information.

[0072] It should be noted that the time point information in the embodiments of this application specifically refers to the set of time points when the probe 3 collects the distance information reflected by each induction side.

[0073] Currently, non-contact speed measurement and positioning at home and abroad include speed measurement methods using cross induction loops, radar speed measurement methods, and induction sleeper speed measurement methods. The sensors used in the above methods are eddy current sensors, Doppler radar sensors, acceleration sensors, etc.; the above several non-contact speed measurement and positioning methods all adopt the eddy current principle and measure speed by detecting changes in electromagnetic reflection, and have deficiencies such as inaccurate low-speed speed measurement, high cost, weak anti-interference ability, and large influence by the track.

[0074] In view of the technical problems faced by the prior art, the present invention provides a speed measurement system for rail vehicles, including a ranging board 1, an induction side, a probe 3 and a control device. Among them, the ranging board 1 is fixedly arranged on the track 2, the induction side is arranged on the ranging board 1, the induction side extends along the length direction of the track 2, at least three induction sides are provided, and the vertical distances between adjacent induction sides and the track 2 are distributed in a stepped manner. The probe 3 is used to be arranged on the rail vehicle and move with the rail vehicle. The probe 3 is used to collect the distance information reflected by the induction side during the movement along the track 2. The control device is communicatively connected to the probe 3. The control device is used to control the probe 3 to collect the distance information and time point information reflected by each induction side according to a preset working mode, and determine the speed information of the probe 3 according to the distance information and time point information.

[0075] Specifically, the control device controls the probe 3 to collect the distance information reflected by the induction side according to a preset working mode. As a specific implementation manner, the "preset working mode" here can be selected to collect the distance information reflected by the induction side at a preset frequency. Currently, the preset frequency in the speed measurement system for rail vehicles is generally not less than 10 kHz, and during actual speed measurement, the preset frequency can be selected according to the actual operating conditions of the rail vehicle.

[0076] In this technical solution, the process of determining the speed information is as follows: The probe 3 collects the distance information reflected by the induction side. Since the vertical distances between adjacent induction sides and the track 2 are distributed in a stepped manner, when the time point when the probe 3 first detects a change in the distance information reflected by the induction side is T1, and the time point when the probe 3 first detects a change in the distance information reflected by the induction side is T2, the length of each induction side is L, and the time taken for the rail vehicle to pass through the length L of the induction side is (T2 - T1). In this way, the speed information of the rail vehicle can be determined.

[0077] Furthermore, since the rail vehicle will generate vertical vibrations during operation, in order to avoid errors in the distance information collected by the probe 3 from the induction side reflection caused by vertical vibrations and affect the accuracy of speed measurement, as a preferred implementation manner, the difference in the vertical distances between adjacent induction sides in the embodiments of the present invention is not less than the maximum value of the vertical vibrations of the rail vehicle.

[0078] It should be noted that the position between the ranging board and the track in the embodiments of the present invention is relatively fixed, and the probe 3 and the rail vehicle are relatively fixed. When the probe 3 moves with the rail vehicle, it receives the position information reflected by the induction side of the ranging board. In the embodiments of the present invention, the positions of the ranging board and the probe 3 are not limited, as long as the probe 3 can receive the position information of the induction side.

[0079] As a specific implementation manner, the ranging board 1 in the embodiment of the present invention is fixedly arranged on the inner side of the track 2, the sensing side is arranged on the side of the ranging board 1 away from the track 2, and the probe 3 is vertically arranged with respect to the sensing side.

[0080] In the above structure, for the continuity of speed measurement, at least two sensing sides form a test cycle, and multiple test segments are sequentially arranged along the extending direction of the track 2.

[0081] When it is necessary to measure the vehicle speed of the rail vehicle, it is necessary for the probe 3 to detect a change in distance at least twice, which can be achieved through the following two methods. The first specific method is that a test cycle includes at least three sensing sides, and the vertical distance between the sensing sides within a test cycle and the probe 3 increases or decreases, so that at least two changes in distance information are generated within a test cycle. The second method is that a test cycle includes two sensing sides, at least two test cycles are arranged on the ranging board 1, and each test cycle is sequentially arranged along the length direction of the track 2.

[0082] In the above system, the probe 3 in the embodiment of the present invention is specifically a ranging sensor, and the control device controls the probe 3 to continuously send signals to the ranging board 1 at a preset frequency and receive the distance signals reflected by the sensing side. The control device judges the vehicle speed of the rail vehicle based on the distance data collected twice before and after.

[0083] As Figures 3 to 6 shown, the present application also provides a method for measuring the speed of a rail vehicle, which is implemented based on the above rail vehicle speed measurement system, and includes the following steps:

[0084] S1. Collect the distance information and time point information of each sensing side from the probe 3 by the control device according to a preset working mode;

[0085] Specifically, the preset working mode in the embodiment of the present invention can be collected at a preset frequency. During the process of the probe 3 moving with the rail vehicle, the distance information between each sensing side and the probe 3 and the corresponding time point information are collected at the preset frequency.

[0086] S2. Determine the first time node when the first distance change occurs and the second time node when the second distance change occurs according to the distance information and time information;

[0087] Please as Figure 4As shown in the figure, since the vertical positions between adjacent induction sides and the probe 3 are set in a stepped state, assuming that the vertical distance between the first induction side and the probe 3 is d, the vertical distance between the second induction side and the probe 3 is d + h, and the distance between the third induction side and the probe 3 is d + 2h. During the movement of the probe 3 along with the rail vehicle, taking the first time node when the probe 3 senses the first distance change as T1, the first time node here, T1, is also the time point when the probe 3 first receives the position signal reflected by the second induction side. Taking the second time node when the probe 3 senses the second distance change as T2, the second time node here is also the time point when the probe 3 first receives the position signal reflected by the third induction side.

[0088] It should be noted that Figure 4 This is only a specific implementation manner of the ranging board provided by the embodiments of the present invention. When speed measurement is required, it is only necessary that the induction sides on the ranging board are distributed in a stepped manner, that is to say, there are at least two induction sides, and they are distributed in a stepped manner along the extending direction of the ranging board.

[0089] S3. Determine the speed information of the rail vehicle according to the first time node, the second time node, and the length of the induction side.

[0090] Currently, the preset frequency in the speed measurement system of rail vehicles is generally not less than 10 kHz. In the case of high-frequency detection by the probe 3, the length of each induction side is L. According to the first time node, the second time node, and the length of the induction side, the speed information of the rail vehicle is determined.

[0091] In the above method, as a specific implementation manner, in the embodiments of the present invention, determining the speed information of the rail vehicle according to the first time node, the second time node, and the length of the induction side includes the following steps:

[0092] Determine the actual time according to the first time node and the second time node;

[0093] Specifically, if the first time node is T1 and the second time node is T2, the actual time Δt is specifically: Δt = T2 - T1.

[0094] Calculate the longest time difference according to the preset minimum speed and the length of the induction side;

[0095] The preset minimum speed here refers to the minimum speed for display. Assuming that when the rail vehicle is less than the preset minimum speed, it is considered that the actually displayed speed is 0. According to the preset minimum speed V min and the length L of the induction side, calculate the longest time difference T max , where the longest time difference Tmax: T max = L / Vmin 。

[0096] When the actual time Δt is greater than the longest time difference T max it means that the speed of the rail vehicle is less than the preset minimum speed at this time, and then the current speed V of the rail vehicle is determined i to be 0.

[0097] Furthermore, as one specific implementation manner, the method for determining the speed information of the rail vehicle according to the first time node, the second time node, and the length of the induction side in the embodiments of the present invention further includes the following steps:

[0098] If the actual time is less than or equal to the longest time difference, then the current speed V of the rail vehicle is determined i The relational expression is:

[0099] V i = L / Δt, where L is the length of the induction side, and Δt is the time difference between the first time node and the second time node.

[0100] Specifically, when the actual time Δt is less than or equal to the longest time difference T max it means that the speed of the rail vehicle is greater than the preset minimum speed at this time. In this case, the relational expression for determining the current speed V of the rail vehicle i is: V i = L / Δt; where L is the length of the induction side, Δt = T2 - T1, T2 is the second time node, and T1 is the first time node.

[0101] Furthermore, the speed measurement method provided by the embodiments of the present invention can be used not only to determine the vehicle speed of the rail vehicle, but also to determine the running direction of the rail vehicle. In the speed measurement method provided by the embodiments of the present invention, at least three induction sides form a test section, and the vertical displacement between the induction side and the track on the same test section is arranged in an increasing or decreasing manner. The method further includes the following steps:

[0102] Judge the running direction of the rail vehicle according to the distance information and the vertical displacement distribution between the induction side and the track.

[0103] The vertical displacement between the induction side and the track on the same test section is in an increasing or decreasing distribution state. Based on the distance information collected during the movement of the probe 3, the distance difference when the distance changes can be obtained. According to the distance difference and the vertical displacement distribution state between the induction side and the track, the running direction of the rail vehicle can be determined.

[0104] Specifically, as shown in Figures 5 to 6 the embodiments of the present invention, judging the running direction of the rail vehicle according to the distance information and the vertical displacement distribution between the induction side and the track specifically includes the following steps:

[0105] According to the distance information, obtain the distance difference when the distance changes;

[0106] If along the direction of the forward movement of the rail vehicle, the displacements between the induction side and the track are arranged in a decreasing order;

[0107] Determine whether the distance difference is 2h or -2(k - 1)h;

[0108] If so, confirm that the rail vehicle is moving forward;

[0109] If not, determine whether the distance difference is -2h or 2(k - 1)h. If so, confirm that the rail vehicle is moving backward;

[0110] If not, adjust the preset frequency and return to determine whether the distance difference is 2h or -2(k - 1)h;

[0111] Where k is the number of induction sides set on the test section.

[0112] If along the direction of the forward movement of the rail vehicle, the vertical displacements between the induction side and the track on the same test section are in a decreasing state. Assume that when the probe 3 moves forward, the vertical displacement between the first test part and the probe 3 is 2d, the vertical displacement between the second test part and the probe 3 is 2(d + h), the vertical displacement between the third test part and the probe 3 is 2(d + 2h),..., the vertical position between the kth test section and the probe 3 is 2((k - 1)h + d), as Figure 4 shown, Figure 4 and Figure 5 are the results of the distances reflected by the ranging board 1 measured by the probe 3 when k is equal to 3. If the distance difference when the distance changes is 2h or -2(k - 1)h (where k is a natural number and k is greater than or equal to 2), then confirm that the rail vehicle is moving forward. If the distance difference when the distance changes is -2h or 2(k - 1)h (where k is a natural number and k is greater than or equal to 2), then confirm that the rail vehicle is moving backward.

[0113] When the distance difference when the distance changes is 2h, it means that the probe 3 collects the position changes generated by two adjacent induction sides within the same test section. When the distance difference when the distance changes is -2(k - 1)h, it is the displacement change of the node between two adjacent test sections collected by the probe 3. The displacement between the kth test part of the previous test section and the probe 3 is 2((k - 1)h + d), and the displacement between the first test part of the next test section and the probe 3 is 2d. The displacement change between the two is -2(k - 1)h. The principle of judging the backward movement of the rail vehicle is similar to that of the forward movement, and no further elaboration will be made here.

[0114] If the displacement between the induction side and the track increases along the forward running direction of the rail vehicle;

[0115] Judge whether the distance difference is 2h or -2(k - 1)h;

[0116] If so, confirm that the rail vehicle is moving in the reverse direction;

[0117] If not, judge whether the distance difference is -2h or 2(k - 1)h. If so, confirm that the rail vehicle is moving in the forward direction;

[0118] If not, adjust the preset frequency and return to judge whether the distance difference is 2h or -2(k - 1)h;

[0119] Where k is the number of induction sides set on the test section, and k is greater than or equal to 3.

[0120] In the prior art, for the speed measurement method of the cross induction loop, this method can only achieve the relative positioning of the rail vehicle. The error of relative positioning will accumulate over time. It is necessary to correct the position information of the rail vehicle at a certain distance interval. Moreover, this method has a high cost and poor anti-electromagnetic interference ability; for the Doppler radar speed measurement method, the radar is generally installed in front of the vehicle, and the detection surface is the outer magnetic pole surface of the F rail. The detection accuracy is affected by the track, and there are problems such as low speed measurement accuracy at low speeds and inability to distinguish directions; for the induction sleeper speed measurement method, due to the relatively large spacing between sleepers, the lower the speed, the lower the accuracy (≤4 km / h), and the position information is relative. Due to speed and sleeper spacing reasons, the position information error is large and it is relative position information, and it is necessary to correct the position information of the rail vehicle at a certain distance interval.

[0121] In order to further solve the problem of excessive position information error in the prior art, the present invention also provides a speed measurement method, which further includes the following steps:

[0122] Judge the running state of the rail vehicle and determine the distance of the rail vehicle running forward or backward once;

[0123] Based on the length of the induction side, the running direction of the rail vehicle, the distance of the rail vehicle running forward or backward once, and the initial position, determine the current position information S of the vehicle 绝对 of the vehicle, the current position information S 绝对 The relational expression is:

[0124] Or,

[0125] Where S 初始 is the initial position of the rail vehicle. When it is judged that the running direction of the rail vehicle is forward running, P j is 1. When it is judged that the running direction of the rail vehicle is reverse running, Pj is -1, S j单向 is the distance that the rail vehicle runs once in the forward or reverse direction, and L is the length of the induction side.

[0126] Specifically, in this method, j is the number of times the vehicle direction changes, then the distance traveled by the rail vehicle is S j单向 , if the rail vehicle determined by this sampling point runs forward, P j is 1, if the rail vehicle determined by this sampling point runs in the reverse direction, then P j is -1. By accumulating each sampling point, the relative displacement of the rail vehicle from the first sampling point to the jth sampling point can be obtained: Since the rail vehicle has also moved a certain displacement before the first sampling point, the relative displacement can also be calculated in another way:

[0127] The current position information S of the vehicle 绝对 is equal to the sum of the initial position of the rail vehicle and the relative displacement, that is:

[0128] Or,

[0129] wherein, S 初始 is the initial position of the rail vehicle. When it is determined that the running direction of the rail vehicle is forward running, P j is 1. When it is determined that the running direction of the rail vehicle is reverse running, P j is -1, S j单向 is the distance that the rail vehicle runs once in the forward or reverse direction, and L is the length of the induction side.

[0130] It should be noted that both of the above two calculation methods have certain errors in calculating the current position information of the vehicle, but compared with the prior art, the errors are smaller.

[0131] As a preferred implementation manner, it is preferably used to calculate the current position information of the vehicle.

[0132] In the above method, as one of the implementation manners, judge the running state of the rail vehicle and determine the distance S that the rail vehicle runs once in the forward or reverse direction j单向 , specifically including the following steps:

[0133] Judge whether the current speed V of the rail vehicle i is less than the preset speed;

[0134] If the current speed V of the rail vehicle iWhen the speed of the rail vehicle is less than the preset speed and the rail vehicle is running at a low speed, the distance S traveled by the rail vehicle in a single run 单向 has the following relationship:

[0135] S 单向 = ML,

[0136] where L is the length of the induction side, and M is the number of times that the running direction determined at this sampling point is the same as the running direction determined in the previous time, and the distance measured by the probe 3 changes;

[0137] If the current speed V of the rail vehicle i is not less than the preset speed, it is determined that the rail vehicle is running at a high speed, and the distance S traveled by the rail vehicle in a single run 单向 has the following relationship:

[0138] S 单向 = 3NL,

[0139] where L is the length of the induction side, and N is the number of times that the same distance difference appears when the running direction determined at this sampling point is the same as the running direction determined in the previous time.

[0140] When the rail vehicle is running at a low speed, the error of the position information is large. In order to further reduce the position error, when the train is running at a low speed, a small-cycle calculation method is used for positioning, and when the train is running at a high speed, a large-cycle calculation method is used for positioning.

[0141] When using the small-cycle calculation method for positioning, the distance S traveled in a single run is calculated with the length of one induction side as one cycle 单向 Then the distance S traveled by the rail vehicle in a single run 单向 has the following relationship:

[0142] S 单向 = ML,

[0143] where L is the length of the induction side, and M is the number of times that the running direction determined at this sampling point is the same as the running direction determined in the previous time, and the distance measured by the probe 3 changes;

[0144] When using the large-cycle calculation method for positioning, the distance S traveled in a single run is calculated with one test section as one cycle 单向 Then the distance S traveled by the rail vehicle in a single run 单向 has the following relationship:

[0145] S 单向 = 3NL,

[0146] Wherein, L is the length of the induction side, and N is the number of times the same distance difference appears when the determined running direction of the current sampling point is the same as that of the previous determination.

[0147] That is to say, assuming that there are three induction sides arranged on a test section, the reflected distance information of each induction side collected by the probe 3 is D1, D2, and D3. As the probe 3 moves, D1, D2, and D3 will appear repeatedly. Specifically, N in the formula is the number of times D1 or D2 or D3 appears when the running direction is the same. At this time, the distance S traveled by the vehicle in a single run 单向 is the length of N test sections.

[0148] When the number of times D1 or D2 or D3 appears is different, N is preferably the number of times D1 or D3 appears, and the calculated relative displacement is more accurate.

[0149] It should be noted that there are certain errors in the above two calculation methods for calculating the current position information of the vehicle. However, compared with the prior art, the errors are smaller. As a preferred implementation manner, it is preferably adopted to calculate the current position information of the vehicle.

[0150] The embodiment of the present invention also provides a computer-readable storage medium. The computer program stored in the computer-readable storage medium, when executed by one or more processors, is used to implement all or part of the steps of the method in the above method embodiment. This embodiment will not be repeated here.

[0151] The embodiment of the present invention provides an electronic device Figure 7 is a schematic structural diagram of the electronic device provided in the embodiment of the present application. The electronic device 40 includes: at least one processor 41, at least one communication bus 42, a user interface 43, at least one external communication interface 44, and a memory 45. Among them, the communication bus 42 is configured to implement connection communication between these components. Among them, the user interface 43 includes a display screen, and the external communication interface 44 may include a standard wired interface and a wireless interface. A computer program is stored on the memory 45, and the memory 45 and one or more processors 41 communicate with each other. When the computer program is executed by one or more processors 41, all or part of the steps of the method in the above method embodiment are executed. This embodiment will not be repeated here.

[0152] The foregoing description of the disclosed embodiments enables those skilled in the art to practice or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A speed measurement system for rail vehicles, characterized in that, Including: A ranging board (1) fixedly arranged on a track (2); An induction side arranged on the ranging board (1), the induction side extending along the length direction of the track, the lengths of all the induction sides being equal, at least three induction sides being provided, and the vertical distances between adjacent induction sides and the track (2) being distributed in a stepped manner; A probe (3), the probe (3) being fixedly arranged on a rail vehicle, and the probe (3) being used for collecting distance information reflected by the induction side during the process of moving along the length direction of the track (2); A control device, communicatively connected to the probe (3), for controlling the probe (3) to collect the distance information and time point information reflected by each induction side according to a preset working mode, and determining the speed information of the rail vehicle according to the length, distance information and time point information of the induction side.

2. A speed measurement method for an orbital vehicle, characterized in that, Implemented based on the rail vehicle speed measurement system according to claim 1, including the following steps: Collecting the distance information and time point information of each induction side from the probe by the control device at a preset frequency; Determining a first time node at the first distance change and a second time node at the second distance change according to the distance information and time point information; Determining the speed information of the rail vehicle according to the first time node, the second time node and the length of the induction side.

3. The speed measurement method according to claim 2, wherein Determining the speed information of the rail vehicle according to the first time node, the second time node and the length of the induction side includes the following steps: Calculating the actual time between the two according to the first time node and the second time node; Calculating the longest time difference according to a preset minimum speed and the length of the induction side; If the actual time is greater than the maximum time difference, determine the current speed V of the rail vehicle i to be 0.

4. The speed measurement method according to claim 3, wherein Determining the speed information of the rail vehicle according to the first time node, the second time node and the length of the induction side further includes the following steps: If the actual time is less than or equal to the maximum time difference, determine the current speed V of the rail vehicle i The relationship is as follows: V i = L / Δt, Wherein, L is the length of the induction side, and Δt is the time difference between the first time node and the second time node.

5. The speed measurement method according to claim 4, wherein At least three of the induction sides form a test section, and the vertical displacements between the induction sides and the track on the same test section are arranged in an increasing or decreasing manner. The method further includes the following steps: Judging the running direction of the rail vehicle according to the distance information and the vertical displacement distribution between the induction side and the track.

6. The speed measurement method according to claim 5, wherein Judging the running direction of the rail vehicle according to the distance information and the vertical displacement distribution between the induction side and the track specifically includes the following steps: Obtaining the distance difference at the distance change according to the distance information; If along the forward running direction of the rail vehicle, the displacements between the induction side and the track are arranged in a decreasing manner; Judging whether the distance difference is 2h or -2(k - 1)h; If so, confirming that the rail vehicle is moving forward; Otherwise, determine whether the distance difference is -2h or 2(k - 1)h. If so, confirm that the rail vehicle is moving in the reverse direction; Otherwise, adjust the preset frequency and return to determine whether the distance difference is 2h or -2(k - 1)h; where k is the number of induction side settings on the test section.

7. The speed measurement method according to claim 6, wherein the method further includes the following steps: Judge the running state of the rail vehicle and determine the distance traveled by the rail vehicle in a single forward or reverse run; Determine the current position information S of the vehicle based on the length of the induction side, the running direction of the rail vehicle, the distance traveled by the rail vehicle in a single forward or reverse run, and the initial position 绝对 , the current position information S of the vehicle 绝对 The relational expression is as follows: or, Among them, S 初始 is the initial position of the rail vehicle. When it is judged that the running direction of the rail vehicle is forward running, P j is 1. When it is judged that the running direction of the rail vehicle is reverse running, P j is -1. S j单向 is the distance that the rail vehicle runs once along the forward or reverse direction, and L is the length of the induction side.

8. The speed measurement method according to claim 7, wherein Judge the running state of the rail vehicle and determine the one-way running distance S of the rail vehicle in the forward or reverse direction j单向 , which specifically includes the following steps: Determine the current speed V of the rail vehicle i Whether it is less than the preset speed; If the current speed V of the rail vehicle i is less than the preset speed and the rail vehicle is running at a low speed, the distance S traveled by the rail vehicle in a single run 单向 has the following relationship: S 单向 = ML, where L is the length of the induction side, M is the number of times when the determined running direction of this sampling point is the same as that of the previous determination, and the distance measured by the probe changes; If the current speed V of the rail vehicle i is not less than the preset speed, it is determined that the rail vehicle is traveling at a high speed. The relationship between the single - run distance S of the rail vehicle 单向 is as follows: S 单向 = 3NL, where L is the length of the induction side, N is the number of times the same distance difference appears when the determined running direction of this sampling point is the same as that of the previous determination.

9. A computer-readable storage medium, characterized in that, The computer program stored in the computer-readable storage medium, when executed by one or more processors, implements the steps of the speed measurement method according to any one of claims 2 to 8.

10. An electronic device, characterized in that, Comprising a memory and one or more processors, a computer program is stored on the memory, the memory and the one or more processors are communicatively connected to each other, and when the computer program is executed by the one or more processors, the steps of the speed measurement method according to any one of claims 2 to 8 are executed.

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