Non-contact railway vehicle motion measurement method and system

Abstract

The invention discloses a non-contact railway vehicle motion measurement method and system, relates to the technical field of railway vehicles, and provides the non-contact railway vehicle motion measurement method for solving the problem that a current common speed measurement scheme is difficult to consider precision requirements under high-speed and low-speed working conditions. A non-contact speed measurement scheme based on an eddy current sensor is provided through a unique tooth groove design. The detection plate in the method is provided with tooth grooves with different widths. Taking teeth as an example, the teeth comprise first teeth and second teeth which are different in width in the track direction, and the second teeth are arranged on the detection plate at intervals of a preset number of first teeth, so that two detection intervals with different widths are provided. The first teeth and the first grooves with smaller intervals are used for speed measurement under the low-speed working condition, and the second teeth and the second grooves with larger intervals are used for speed measurement under the high-speed working condition, so that the speed measurement precision of a vehicle under different vehicle speed working conditions is ensured, and the actual speed measurement requirement is met.

Description

Technical Field

[0001] This application relates to the field of rail vehicle technology, and in particular to a non-contact method and system for measuring the motion of rail vehicles. Background Technology

[0002] Speed ​​measurement has always been a challenging and urgent problem for maglev vehicles, as the accuracy of the measurement results directly affects the vehicle's positioning, precise stopping, and braking functions. Currently, the industry mainly uses eddy current sensors for speed measurement in maglev trains, with specific methods including Doppler radar speed measurement, inductive sleeper speed measurement, and cross-inductive loop speed measurement. However, each of these methods has its own problems that need to be addressed.

[0003] The speed measurement characteristic of Doppler radar speed measurement is that the higher the vehicle speed, the higher the accuracy, and the lower the speed, the lower the accuracy. This characteristic makes it difficult to meet the accuracy requirements for low-speed vehicle operation. Induction sleeper speed measurement, due to the relatively large spacing between the sleepers, also exhibits the characteristic of decreasing accuracy at lower speeds, failing to meet the accuracy requirements for low-speed operation. For the cross-induction loop speed measurement method, this method requires the laying of corresponding speed detection plates on the track. Wider detection plates provide better accuracy at high speeds, while narrower plates provide better accuracy at low speeds. In other words, this method cannot simultaneously meet the accuracy requirements for both high-speed and low-speed operation.

[0004] Therefore, those skilled in the art urgently need a non-contact method for measuring the motion of rail vehicles to solve the problem that current common speed measurement schemes cannot meet the accuracy requirements under both high-speed and low-speed conditions. Summary of the Invention

[0005] The purpose of this application is to provide a non-contact method and system for measuring the motion of rail vehicles, in order to solve the problem that current common speed measurement schemes cannot meet the accuracy requirements under both high-speed and low-speed conditions.

[0006] To address the aforementioned technical problems, this application provides a non-contact method for measuring the motion of rail vehicles, applied to an eddy current sensor and a detection plate; the eddy current sensor is disposed on the vehicle side, and the detection plate is disposed on the track side; the detection plate is a metal plate having teeth and grooves alternately distributed along the track direction, and the teeth and grooves satisfy the following:

[0007] The tooth includes a first tooth and a second tooth with different widths along the track direction. The detection plate is provided with the second tooth at a predetermined interval of the first tooth.

[0008] And / or, the groove includes a first groove and a second groove with different widths along the track direction, and the detection plate is provided with the second groove at a predetermined interval of the first groove;

[0009] The methods include:

[0010] The vehicle's speed and operating conditions are acquired, along with the reverse electromagnetic field information generated by the eddy current sensor in the detection plate. The reverse electromagnetic field information includes a first reverse electromagnetic field information caused by the first tooth or the first slot, and a second reverse electromagnetic field information caused by the second tooth and the second slot.

[0011] When the speed condition is low speed, the vehicle's speed is determined by the first reverse electromagnetic field information.

[0012] When the speed condition is high speed, the vehicle's speed is determined by the second reverse electromagnetic field information.

[0013] In one optional embodiment, if the number of eddy current sensors is at least two, then the reverse electromagnetic field information is at least two sets.

[0014] Determining the vehicle's speed using the first reverse electromagnetic field information includes:

[0015] The vehicle's speed is determined by at least two sets of the first reverse electromagnetic field information.

[0016] Determining the vehicle's speed using the second reverse electromagnetic field information includes:

[0017] The vehicle's speed is determined by at least two sets of the second reverse electromagnetic field information.

[0018] In one optional embodiment, the tooth and the slot satisfy the following conditions: the tooth includes the first tooth and the second tooth, and the slot includes the first slot and the second slot;

[0019] The detection plate is provided with a second tooth or a second groove at each preset number of sets of the first tooth and the first groove, and the second tooth and the second groove are alternately distributed;

[0020] The eddy current sensors are spaced at a preset distance; the preset distance is different from the distance between two adjacent second teeth and different from the distance between two adjacent second slots;

[0021] The method also includes:

[0022] The timing sequence of each eddy current sensor passing through the first tooth, the first slot, the second tooth, and the second slot is determined based on the reverse electromagnetic field information of each group.

[0023] The direction of movement of the vehicle is determined based on the timing sequence.

[0024] In one alternative embodiment, the width of the first tooth and the width of the first groove along the track direction are equal, and the width of the second tooth and the width of the second groove along the track direction are equal.

[0025] In one optional embodiment, the detection plate is composed of a plurality of detection blocks connected in sequence;

[0026] The detection block has a first tooth at its first end along the track direction and a first groove at its second end along the track direction. The detection blocks are sequentially spliced ​​together with a first end to first end and a second end to second end correspondence. The two first teeth of two adjacent detection blocks spliced ​​together form the second tooth, and the two first grooves form the second groove.

[0027] In one optional embodiment, the reverse electromagnetic field information includes: the state timing of the analog signal output by the eddy current sensor;

[0028] The state of the analog signal includes a first state and a second state; the first state indicates that the eddy current sensor passes through the tooth, and the second state indicates that the eddy current sensor passes through the slot.

[0029] In one optional embodiment, determining the vehicle's speed using the first reverse electromagnetic field information includes:

[0030] The number of the first tooth and / or the first slot that the vehicle passes through per unit time is determined based on the state timing of the analog signal.

[0031] The vehicle's speed is determined based on the number of the first teeth and / or the first groove that the vehicle passes through per unit time, and the width of the first teeth and / or the first groove along the track direction.

[0032] Determining the vehicle's speed using the second reverse electromagnetic field information includes:

[0033] The number of the second tooth and / or the second slot that the vehicle passes through per unit time is determined based on the state timing of the analog signal.

[0034] The vehicle's speed is determined based on the number of the second teeth and / or the second grooves traversed by the vehicle per unit time, the width of the first teeth and / or the first grooves along the track direction, and the preset number.

[0035] In one optional embodiment, the number of eddy current sensors is two;

[0036] The reverse electromagnetic field information also includes: the state timing of the composite analog signal;

[0037] The composite analog signal is obtained by superimposing the analog signals output by the two eddy current sensors; the states of the composite analog signal include: a third state, a fourth state, and a fifth state; wherein, the third state indicates that both eddy current sensors pass through the tooth; the fourth state indicates that one eddy current sensor passes through the tooth and the other eddy current sensor passes through the slot; and the fifth state indicates that both eddy current sensors pass through the slot.

[0038] Determining the vehicle's speed using the second reverse electromagnetic field information includes:

[0039] The occurrence of one maximum rising edge and one maximum falling edge of the composite analog signal is taken as one period of the composite analog signal; wherein, the maximum rising edge is the signal edge at which the composite analog signal switches from the third state to the fifth state, and the maximum falling edge is the signal edge at which the composite analog signal switches from the fifth state to the third state;

[0040] When the speed condition is high-speed, the vehicle's speed is determined based on the number of cycles of the composite analog signal that the vehicle passes through per unit time.

[0041] In one optional embodiment, the reverse electromagnetic field information includes: the output timing of a digital signal converted from the analog signal output by the eddy current sensor;

[0042] The output values ​​of the digital signal include 0 and 1; the output value of the digital signal is 1, indicating that the eddy current sensor passes through the tooth, and the output value of the digital signal is 0, indicating that the eddy current sensor passes through the groove.

[0043] In one optional embodiment, determining the vehicle's speed using the first reverse electromagnetic field information includes:

[0044] The number of the first tooth and / or the first slot that the vehicle passes through per unit time is determined based on the output timing of the digital signal.

[0045] The vehicle's speed is determined based on the number of the first teeth and / or the first groove that the vehicle passes through per unit time, and the width of the first teeth and / or the first groove along the track direction.

[0046] Determining the vehicle's speed using the second reverse electromagnetic field information includes:

[0047] The number of the second tooth and / or the second slot that the vehicle passes through per unit time is determined based on the output timing of the digital signal.

[0048] The vehicle's speed is determined based on the number of the second teeth and / or the second grooves traversed by the vehicle per unit time, the width of the first teeth and / or the first grooves along the track direction, and the preset number.

[0049] In one optional embodiment, the number of eddy current sensors is two;

[0050] The reverse electromagnetic field information further includes: the output timing of a composite digital signal; wherein, the composite digital signal is obtained by XORing the digital signals corresponding to the two eddy current sensors;

[0051] Determining the vehicle's speed using the second reverse electromagnetic field information includes:

[0052] One cycle of the composite digital signal is defined as the output of the composite digital signal changing from 0 to 1 once and from 1 to 0 once.

[0053] When the speed condition is high speed, the vehicle's speed is determined based on the number of cycles of the composite digital signal that the vehicle passes through per unit time.

[0054] In an optional embodiment, after determining the vehicle's speed and direction of motion, the method further includes:

[0055] The displacement of the vehicle is determined based on the speed and direction of motion.

[0056] The current position of the vehicle is determined based on its initial position and the displacement.

[0057] To address the aforementioned technical problems, this application also provides a non-contact rail vehicle motion measurement system, comprising: a detection plate, a detection unit, and a data processing unit;

[0058] The detection plate is disposed on the side of the track. The detection plate is a metal plate with teeth and grooves alternately distributed along the track direction. The teeth and grooves satisfy the following: the teeth include first teeth and second teeth with different widths along the track direction. The detection plate is provided with second teeth at a predetermined interval of the first teeth; and / or, the grooves include first grooves and second grooves with different widths along the track direction. The detection plate is provided with second grooves at a predetermined interval of the first grooves.

[0059] The detection unit is disposed on the vehicle side and includes an eddy current sensor; the eddy current sensor is used to generate and acquire reverse electromagnetic field information in the detection plate when passing through the detection plate; wherein, the reverse electromagnetic field information includes a first reverse electromagnetic field information caused by the first tooth or the first slot, and a second reverse electromagnetic field information caused by the second tooth and the second slot;

[0060] The data processing unit is located on the vehicle side and connected to the detection unit, and the data processing unit is used to complete data processing tasks.

[0061] The data processing task includes: determining the vehicle's speed using the first reverse electromagnetic field information when the speed condition is low; and determining the vehicle's speed using the second reverse electromagnetic field information when the speed condition is high.

[0062] In one optional embodiment, the tooth and the slot satisfy the following conditions: the tooth includes the first tooth and the second tooth, and the slot includes the first slot and the second slot;

[0063] The detection plate is provided with a second tooth or a second groove at each preset number of sets of the first tooth and the first groove, and the second tooth and the second groove are alternately distributed.

[0064] In one alternative embodiment, the width of the first tooth and the width of the first groove along the track direction are equal, and the width of the second tooth and the width of the second groove along the track direction are equal.

[0065] In one optional embodiment, the detection plate is composed of a plurality of detection blocks connected in sequence;

[0066] The detection block has a first tooth at its first end along the track direction and a first groove at its second end along the track direction. The detection blocks are sequentially spliced ​​together with a first end to first end and a second end to second end correspondence. The two first teeth of two adjacent detection blocks spliced ​​together form the second tooth, and the two first grooves form the second groove.

[0067] In one optional embodiment, the number of detection units is multiple, and different detection units are located in different compartments on the side of the vehicle.

[0068] In one optional embodiment, there are two detection plates and two detection units;

[0069] The two detection plates are respectively installed on the left and right tracks of the track side; the two detection units are respectively installed corresponding to the two detection plates.

[0070] In one alternative embodiment, the eddy current sensor includes: a first coil, a second coil, and a Schmitt trigger;

[0071] The first coil and the second coil are positioned at different locations along the track direction; the first coil and the second coil are used to generate an induced electromotive force based on the reverse electromagnetic field generated on the detection plate.

[0072] The Schmitt trigger is connected to the first coil and the second coil, and is used to compare the magnitude relationship of the induced electromotive force in the first coil and the second coil, and output the corresponding level signal.

[0073] In one alternative embodiment, the detection unit includes two of the eddy current sensors;

[0074] Furthermore, a preset distance is set between the two eddy current sensors; the preset distance is different from the distance between two adjacent second teeth and different from the distance between two adjacent second slots.

[0075] In one optional embodiment, the detection unit further includes: a superposition circuit;

[0076] The superposition circuit is connected to the Schmitt triggers in the two eddy current sensors and is used to superimpose the level signals output by the two Schmitt triggers to obtain a composite level signal.

[0077] The composite level signal includes three states: low level, medium level, and high level. The low level state indicates that both eddy current sensors pass through the tooth; the medium level state indicates that one eddy current sensor passes through the tooth and the other eddy current sensor passes through the slot; and the high level state indicates that both eddy current sensors pass through the slot.

[0078] In one optional embodiment, the detection unit further includes: two analog-to-digital conversion circuits;

[0079] The two analog-to-digital conversion circuits are respectively connected to the Schmitt triggers in the two eddy current sensors, and are used to convert the level signals output by the Schmitt triggers into corresponding digital signals;

[0080] The output values ​​of the digital signal include 0 and 1; the output value of the digital signal is 1, indicating that the eddy current sensor passes through the tooth, and the output value of the digital signal is 0, indicating that the eddy current sensor passes through the groove.

[0081] In one optional embodiment, the detection unit further includes: an XOR processing circuit;

[0082] The XOR processing circuit is connected to the two analog-to-digital conversion circuits and is used to perform XOR processing on the two digital signals to obtain a composite digital signal.

[0083] This application provides a non-contact method for measuring the motion of rail vehicles, which achieves non-contact measurement of the vehicle through an eddy current sensor mounted on the vehicle side and a detection plate mounted on the track side. The detection plate is a metal plate with alternating teeth and slots distributed along the track direction. Therefore, when the vehicle moves along the track, the relative motion between the eddy current sensor and the detection plate generates a reverse electromagnetic field on the detection plate. This reverse electromagnetic field can be detected by the eddy current sensor, thus obtaining reverse electromagnetic field information for subsequent speed measurement. Furthermore, the detection plate of this method employs a special tooth and slot design. The teeth include first teeth and second teeth with different widths along the track direction, and the detection plate has second teeth at predetermined intervals between the first teeth. And / or, the slots include first slots and second slots with different widths along the track direction, and the detection plate has second slots at predetermined intervals between the first slots. That is, based on this design, the spacing between the first teeth and between the second teeth can be different, and based on the different widths of the first and second teeth, the reverse electromagnetic field information generated by the first and second teeth is different, which can be identified during subsequent speed measurement calculations. The smaller spacing between the first teeth allows for accurate speed measurement under low-speed conditions, while the larger spacing between the second teeth allows for accurate speed measurement under high-speed conditions. Thus, this method can simultaneously meet the needs of accurate speed measurement for vehicles under both low-speed and high-speed conditions, ensuring measurement accuracy.

[0084] The non-contact motion measurement system for rail vehicles provided in this application corresponds to the above method and has the same effect. Attached Figure Description

[0085] To more clearly illustrate the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0086] Figure 1 A structural diagram of a non-contact rail vehicle motion measurement system provided in an embodiment of the present invention;

[0087] Figure 2 This is a schematic diagram illustrating the layout of an eddy current sensor and detection board according to an embodiment of the present invention.

[0088] Figure 3 A structural diagram of a detection plate provided in an embodiment of the present invention;

[0089] Figure 4 A flowchart of a non-contact rail vehicle motion measurement method provided in an embodiment of the present invention;

[0090] Figure 5A schematic diagram illustrating the principle of speed and direction measurement provided in an embodiment of the present invention;

[0091] Figure 6 This is a modular design structure diagram of a detection board provided in an embodiment of the present invention;

[0092] Figure 7 A structural diagram of a detection unit provided in an embodiment of the present invention;

[0093] Wherein, 1 represents the rail vehicle; 11 represents the detection unit; 111 represents the eddy current sensor; 12 represents the data processing unit; and 13 represents the power supply unit.

[0094] 2 is the track, 21 is the detection plate, 210 is the detection block, 211 is the first tooth, 212 is the first groove, 213 is the second tooth, 214 is the second groove, and 22 is the F-type track. Detailed Implementation

[0095] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of this application.

[0096] The core of this application is to provide a non-contact method and system for measuring the motion of rail vehicles.

[0097] To enable those skilled in the art to better understand the present application, the present application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0098] Among related technologies, the three main non-contact speed measurement methods commonly used in scenarios such as maglev vehicles are Doppler radar speed measurement, inductive sleeper speed measurement, and cross-inductive loop speed measurement. However, these three methods all share a common problem: they only have good speed measurement accuracy when the vehicle is in either a low-speed or high-speed operating condition, and cannot cover both operating conditions simultaneously.

[0099] To address the aforementioned problems, this application provides a non-contact method for measuring the motion of rail vehicles. For example... Figure 1 As shown, this method is applied to eddy current sensor 111 (e.g., Figure 2 As shown, Figure 1 The detection unit 11 includes an eddy current sensor 111 and a detection plate 21. For example... Figure 1 As shown, the eddy current sensor 111 is located on the vehicle side (i.e., Figure 1 (One rail vehicle in the middle). Figure 2 This is a schematic diagram of one possible layout of the detection board, such as... Figure 2As shown, the detection plate 21 is set on the track side (i.e. Figure 1 (at point 2 on the track). Figure 3 This is a schematic diagram of the structure of the detection board 21, as shown below. Figure 2 and Figure 3 As shown, the detection plate 21 is a metal plate with teeth and grooves alternately distributed along the track direction, and the teeth and grooves satisfy the following: the teeth include a first tooth 211 (width d2) and a second tooth 213 (width 2d2) with different widths along the track direction, and the detection plate 21 is provided with a second tooth 213 at every predetermined number (n) of the first teeth 211; and / or, the grooves include a first groove 212 (width d1) and a second groove 214 (width 2d1) with different widths along the track direction, and the detection plate 21 is provided with a second groove 214 at every predetermined number (n) of the first grooves 212.

[0100] Based on the above structure, this method is specifically as follows: Figure 4 As shown, it includes:

[0101] S11: Acquire information on the vehicle's speed and operating conditions, as well as the reverse electromagnetic field generated by the eddy current sensor in the detection board.

[0102] The reverse electromagnetic field information includes the first reverse electromagnetic field information caused by the first tooth 211 or the first slot 212, and the second reverse electromagnetic field information caused by the second tooth 213 and the second slot 214.

[0103] S12: When the speed condition is low speed, the vehicle speed is determined by the first reverse electromagnetic field information.

[0104] S13: When the speed condition is high speed, the vehicle's speed is determined by the second reverse electromagnetic field information.

[0105] Specifically, regarding step S11 above, the detection principle of the eddy current sensor 111 is as follows: when an alternating current is passed through the sensor coil, an alternating magnetic field is generated around it. If a metal conductor approaches this magnetic field, eddy currents (closed-loop currents) will be induced on the conductor surface. The reverse magnetic field generated by the eddy currents will weaken the original magnetic field, leading to changes in parameters such as coil impedance and induced electromotive force.

[0106] In this method, the detection plate 21 employs a toothed structure, where eddy currents are generated only within the teeth. Therefore, as the vehicle (eddy current sensor 111) moves relative to the track (the teeth and slots of the detection plate 21), the minimum distance between the eddy current sensor 111 and the teeth changes periodically. This periodic change in minimum distance leads to a periodic change in the reverse electromagnetic field generated by the detection plate 21. Therefore, by detecting this periodic change in the reverse electromagnetic field, the number of tooth (slot) sets the vehicle passes through can be determined. Further combining this with the width of the teeth and slots (along the track direction), the distance traveled by the vehicle per unit time can be determined, thus determining the vehicle's speed.

[0107] To more clearly characterize the aforementioned periodic changes and identify whether the vehicle passes through a tooth or a slot, this embodiment also provides an optional embodiment: the reverse electromagnetic field information includes the state timing of the analog signal output by the eddy current sensor 111. The states of the analog signal include a first state and a second state; the first state indicates that the eddy current sensor 111 passes through a tooth, and the second state indicates that the eddy current sensor 111 passes through a slot. Further, as in the example above, the first state corresponds to a high level and the second state corresponds to a low level. That is, the analog signal output by the eddy current sensor 111 is a high-level signal and a low-level signal, conveniently and directly characterizing whether the vehicle passes through a tooth or a slot.

[0108] Furthermore, in the detection plate 21 used in this method, the specifications of the teeth (grooves) are not unique. Taking the teeth as an example, for instance... Figure 3 As shown, the teeth include two types of teeth with different widths: a first tooth 211 and a second tooth 213. The width of the first tooth 211 is d2, and the width of the second tooth 213 is twice d2. However, it should be noted that... Figure 3 The width of the second tooth 213 is only one optional embodiment. This embodiment only requires that the widths of the first tooth 211 and the second tooth 213 are different, and does not require the specific values ​​of the widths of the first tooth 211 and the second tooth 213.

[0109] Based on the design of the first tooth 211 and the second tooth 213, and combined with the detection principle of the eddy current sensor 111, it can be known that: because the widths of the first tooth 211 and the second tooth 213 are different, the time required for the vehicle to pass over the first tooth 211 and the second tooth 213 is different. This is reflected in the detected reverse electromagnetic field information; that is, when passing over the first tooth 211 and the second tooth 213, the duration of the reverse electromagnetic field exhibiting the characteristic of passing over the tooth is different, thus allowing the vehicle to distinguish whether it is passing over the first tooth 211 or the second tooth 213. However, it should be noted that the difference in width between the first tooth 211 and the second tooth 213 should not be too small; otherwise, changes in the vehicle's speed may prevent the aforementioned difference in duration from being reflected. An optional embodiment is as follows... Figure 3As shown, the width of the second tooth 213 is twice that of the first tooth 211.

[0110] The distinction between the aforementioned reverse electromagnetic field information is represented by the first reverse electromagnetic field information and the second reverse electromagnetic field information in steps S12 and S13, indicating that the specific characteristics of the reverse electromagnetic field information can be used to determine whether the vehicle passes through the first tooth 211 or the second tooth 213. Similarly, the above description also applies to the area between the first slot 212 and the second slot 214, which will not be repeated in this embodiment.

[0111] Based on the unique tooth and groove design of the detection plate 21, the number of teeth and grooves traversed by the vehicle per unit time can be detected by the eddy current sensor 111. Since the widths (in the track direction) of the teeth and grooves are known, the vehicle's speed can be determined. It should be noted that both teeth and grooves can be detected in the detection plate 21. Because teeth and grooves are alternately distributed, detecting the second tooth 213 indicates that a set of teeth and grooves has been traversed. Therefore, the number of teeth detected can be approximated as the number of grooves traversed, but this method introduces an error of ±1 groove. Therefore, in a more preferred implementation, the number of teeth and grooves traversed can be detected simultaneously to improve speed measurement accuracy.

[0112] Furthermore, the teeth and grooves in this embodiment have two different widths. The second tooth 213 and the second groove 214 are spaced apart by a predetermined number of first teeth 211 and first grooves 212. Therefore, the actual distance traveled by the vehicle represented by the second tooth 213 needs to be calculated by adding the width of the predetermined number of first teeth 211 and first grooves 212 to the width of the second tooth 213, resulting in a larger spacing to meet the needs of accurate speed measurement under high-speed conditions. That is, as described in steps S12 and S13 above, when the vehicle is at low speed, speed measurement is achieved using the smaller spacing between the first teeth 211 and first grooves 212 (or one of the first teeth 211 and first grooves 212). When the vehicle is at high speed, speed measurement is achieved using the larger spacing between the second teeth 213 and second grooves 214 (or one of the second teeth 213 and second grooves 214). In other words, the speed measurement scheme described above can be expressed by the following formula:

[0113] Low-speed condition: v=(k1*d1+k2*d2) / Δt;

[0114] High-speed operation: v = k3*n(d1+d2) / Δt;

[0115] In the above formula, v represents the vehicle's speed; k1 represents the number of times the vehicle passes through the first groove 212; d1 represents the width of the first groove 212; k2 represents the number of times the vehicle passes through the first tooth 211; d2 represents the width of the first tooth 211; Δt represents the time elapsed (unit time); k3 represents the number of times the vehicle passes through the second tooth 213 or the second groove 214; and n represents the preset quantity.

[0116] Furthermore, the above two equations can be further simplified. For example, when the width d1 of the first groove 212 and the width d2 of the first tooth 211 are equal, a further simplification can be made. Additionally, for the speed measurement formula under low-speed conditions, if only the first tooth 211 (first groove 212) is detected, the number of times the first tooth 211 (first groove 212) is detected can be used as the theoretical number of times the first tooth 212 (first groove 211) is detected, further simplifying the formula. However, as mentioned above, this simplification will introduce an error of ±1 first groove 212 (first tooth 211).

[0117] For high-speed operation, the process is different. If only the second tooth 213 (second slot 214) is set, then detecting the second tooth 213 (second slot 214) is sufficient. Each detection of the second tooth 213 (second slot 214) is considered as one cycle, and the k3 value in the above formula is incremented by one. However, when both the second tooth 213 and the second slot 214 are set, each detection of passing through either the second tooth 213 or the second slot 214 is considered as one cycle, and the k3 value in the above formula is incremented by one.

[0118] Furthermore, in one of the optional embodiments provided above, different states of the analog signal are used to represent whether the signal passes through a tooth or a groove. Therefore, the parameters k1, k2, and k3 in the above speed measurement formula can all be determined by the state timing of the analog signal output by the eddy current sensor 111. Accordingly, this embodiment provides a suitable specific implementation scheme, and step S12 specifically includes:

[0119] S121-A: Determine the number of the first tooth and / or the first slot traversed by the vehicle per unit time based on the state timing of the analog signal.

[0120] S122-A: Determine the vehicle's speed based on the number of first teeth and / or first grooves traversed by the vehicle per unit time, and the width of the first teeth and / or first grooves along the track direction.

[0121] In the aforementioned steps S121-A and S122-A, the symbol "A" represents the analog signal, meaning that the speed measurement in this step is achieved using an analog signal. Similarly, step S13 specifically includes:

[0122] S131-A1: Determine the number of second teeth and / or second slots traversed by the vehicle per unit time based on the state timing of the analog signal.

[0123] S132-A1: Determine the vehicle's speed based on the number of second teeth and / or second grooves the vehicle passes through per unit time, the width of the first teeth and / or first grooves along the track direction, and a preset number.

[0124] For example, the state timing of an analog signal is as follows: Figure 5As shown. Figure 5 Signals SA1 and SA2 in the diagram represent the reverse electromagnetic field information (high and low level forms) output by the two eddy current sensors 111, respectively. A high level indicates passing through a tooth, and a low level indicates passing through a slot. In this embodiment, the number of eddy current sensors 111 is not limited; signal SA1 is used as an example for explanation. Each occurrence of SA1... Figure 5 A high level (first state) indicates that one tooth has passed, and each occurrence of such a high level (first state) indicates that one tooth has passed. Figure 5 A low-level signal (second state) indicates that a slot has been passed. By counting the number of high and low levels in the state sequence per unit time, the number of teeth and slots the vehicle passes through per unit time can be determined. The vehicle's speed can then be determined using the speed measurement formula given in the example above.

[0125] In summary, this application provides a non-contact method for measuring the motion of rail vehicles, and offers a non-contact speed measurement scheme based on an eddy current sensor 111 through a unique toothed groove design. Specifically, the detection plate 21 in this method features toothed grooves of varying widths, thus providing two different detection spacings. Speed ​​measurement is achieved using the smaller-spaced first tooth 211 (and / or the first groove 212) under low-speed conditions, and the larger-spaced second tooth 213 (and / or the second groove 214) under high-speed conditions, ensuring the accuracy of speed measurement under different vehicle speed conditions and thus meeting practical speed measurement needs.

[0126] On the other hand, this application does not limit the number of eddy current sensors 111. The number of eddy current sensors 111 can be one, or it can be as follows: Figure 2 The diagram shows two or more eddy current sensors 111. In one optional embodiment: if the number of eddy current sensors 111 is at least two, then there are at least two sets of reverse electromagnetic field information; determining the vehicle's speed using the first reverse electromagnetic field information includes: determining the vehicle's speed using at least two sets of first reverse electromagnetic field information; determining the vehicle's speed using the second reverse electromagnetic field information includes: determining the vehicle's speed using at least two sets of second reverse electromagnetic field information.

[0127] In this embodiment, multiple sets of reverse electromagnetic field information can be obtained by setting up multiple eddy current sensors 111. On the one hand, the multiple sets of reverse electromagnetic field information can be redundant, thereby achieving higher reliability in speed measurement. On the other hand, the multiple sets of reverse electromagnetic field information can also be combined for speed measurement, thereby reducing or even avoiding the errors that may exist in single sensor measurements, and further improving speed measurement accuracy.

[0128] On the other hand, in actual rail vehicle motion detection scenarios, in addition to speed measurement, there is also a need to detect the direction of motion and the vehicle's position. Firstly, regarding the aforementioned lateral requirements, this embodiment provides an optional solution:

[0129] like Figure 3 As shown, the teeth and grooves described above satisfy the following: the teeth include a first tooth 211 and a second tooth 213, and the grooves include a first groove 212 and a second groove 214; the detection plate 21 is provided with a second tooth 213 or a second groove 214 at each preset number of sets of first teeth 211 and first grooves 212, and the second teeth 213 and the second grooves 214 are alternately distributed; the different eddy current sensors 111 are spaced apart by a preset distance (D); the preset distance is different from the distance between two adjacent second teeth 213 and different from the distance between two adjacent second grooves 214.

[0130] The method also includes:

[0131] S21: Determine the timing of each eddy current sensor passing through the first tooth, first slot, second tooth, and second slot based on the reverse electromagnetic field information of each group.

[0132] S22: Determine the vehicle's direction of motion based on the timing sequence.

[0133] It should be noted that the purpose of limiting the preset distance in this embodiment is to ensure that when the two eddy current sensors 111 completely pass through the first tooth 211, the first groove 212, the second tooth 213, and the second groove 214 from different directions of motion, they can obtain reverse electromagnetic field information with different waveform characteristics. For example, combined with... Figure 3 (Two eddy current sensors 111) Example: The preset distance D = (2k4*n-1)(d1+d2) mentioned above. Where n≥3, and k4 can be any positive integer. Then, we can obtain the following... Figure 5 The timing diagram shown: Figure 5 SA1 and SA2 in the diagram represent the reverse electromagnetic field information (high and low level forms) output by the two eddy current sensors 111, respectively. A high level indicates passing through the teeth, and a low level indicates passing through the slots. Because the two eddy current sensors 111 are positioned at different locations and have a preset distance D, their starting positions are different, as shown below. Figure 5 Positions S1 and S2 in the middle. Figure 5 In this context, D is 2(d1+d2). Based on the above, for ease of explanation, a high level is considered logic 1 and a low level is considered logic 0, i.e. Figure 5 The signals SA1 and SA2 in the signal are converted into digital forms SD1 and SD2, such as Figure 5 As shown in Table 1, the direction-finding logic can be obtained as follows:

[0134] Table 1 Direction Finding Principle Table

[0135]

[0136] As shown in Table 1 above, the signal characteristics of the two eddy current sensors 111 are integrated during a minimum period (i.e., the vehicle travel distance is d1, d1=d2) to obtain the signal ST. Specifically, SD1 is used as the second bit of the binary code of the ST signal, and SD2 is used as the first bit. Therefore, if the vehicle is traveling in the forward direction (i.e.,...) Figure 5 (Indicating direction), ST will sequentially display 00, 11...11, 00, omitting several 01s and 10s in between, representing the portion passing through the first tooth 211 and the first groove 212. Conversely, if the vehicle is traveling in the opposite direction (i.e., ... Figure 5 If the direction of travel is opposite to the direction indicated by the eddy current sensor 111, then ST will sequentially display 11, 00...00, 11. Furthermore, the two-bit binary code can be converted to a one-bit decimal code; that is, if the vehicle is traveling forward, 0, 3...3, 0 will appear sequentially; if the vehicle is traveling backward, 3, 0...0, 3 will appear sequentially. It is easy to see that by simply analyzing the waveform characteristics of the output signals from the two eddy current sensors 111, the direction of vehicle movement can be detected, thus completing the direction finding task.

[0137] This embodiment provides a direction-finding scheme that requires no additional hardware devices or structures; it only utilizes existing speed-measuring devices and structures. Furthermore, this method does not require complex speed-measuring logic. Simply adding logic to identify and judge the timing of specific waveforms output by the two eddy current sensors 111, based on the existing speed-measuring logic's recognition of the waveform characteristics of the eddy current sensor 111's output signal, is sufficient to complete the direction finding of the rail vehicle. The entire scheme is simple to implement, efficient, and reliable.

[0138] Furthermore, the idea of ​​converting the aforementioned two-bit binary code into a one-bit decimal code for feature judgment can also be applied to analog signals. In the above embodiment, an implementation scheme is provided where the eddy current sensor 111 outputs an analog signal with two states: a first state (e.g., high level) and a second state (e.g., low level) to characterize whether the signal passes through a tooth or a slot. The high and low level signals are essentially two voltage signals with different voltage values. Therefore, this embodiment also provides another optional implementation scheme:

[0139] There are two eddy current sensors 111. The reverse electromagnetic field information also includes: the state timing of the composite analog signal. Among them, the composite analog signal ( Figure 5 The SA in the middle is the analog signal output by two eddy current sensors 111. Figure 5 The composite analog signal is obtained by superimposing SA1 and SA2 in the above processing. The states of the composite analog signal include: the third state, the fourth state, and the fifth state. The third state indicates that both eddy current sensors 111 pass through the teeth; the fourth state indicates that one eddy current sensor 111 passes through the teeth and the other eddy current sensor 111 passes through the slot; the fifth state indicates that both eddy current sensors 111 pass through the slot.

[0140] The speed measurement under high-speed conditions in step S13 above can be further described as follows:

[0141] S131-A2: The occurrence of one maximum rising edge and one maximum falling edge of the composite analog signal is taken as one period of the composite analog signal. Figure 5 The period T of the signal SA.

[0142] The maximum rising edge is the signal edge at which the composite analog signal switches from the third state to the fifth state, and the maximum falling edge is the signal edge at which the composite analog signal switches from the fifth state to the third state.

[0143] S132-A2: When the speed condition is high speed, the vehicle speed is determined based on the number of cycles of the composite analog signal that the vehicle passes through per unit time.

[0144] Compared to the high-speed speed measurement scheme implemented by two analog signals SA1 and SA2 in the above embodiments, this embodiment reduces the number of signals required to detect and identify the timing sequence from two to one. Furthermore, the superimposed composite analog signal has a larger amplitude for the rising and falling edges, making it easier to detect and more accurate, thus further improving the speed measurement accuracy under high-speed conditions.

[0145] On the other hand, since the same width of the groove and the tooth does not affect the speed measurement achieved by this method, and the above embodiments also illustrate that the width of the groove and the tooth can be equal, this embodiment also provides an optional implementation scheme for the width of the tooth and the groove, considering the ease of implementation of the actual manufacturing process of the detection plate 21 and the simplified calculation logic as described in the above embodiments: the width of the first tooth 211 and the width of the first groove 212 along the track direction are equal, and the width of the second tooth 213 and the width of the second groove 214 along the track direction are equal. For example, it can be as follows: Figure 3 As shown, the width of the first groove d1 is equal to the width of the first tooth d2, and the width of the second groove 2d1 is equal to the width of the second tooth 2d2.

[0146] Based on the width settings of the above embodiments, this application further provides a process implementation embodiment for the detection plate 21: as follows Figure 6 As shown, the detection plate 21 is composed of multiple detection blocks 210 connected in sequence. Each detection block 210 has a first tooth 211 at its first end along the track direction and a first groove 212 at its second end along the track direction. The detection blocks 210 are sequentially spliced ​​together with a first-end-to-first-end and second-end-to-second-end correspondence. When two adjacent detection blocks 210 are spliced ​​together, the two first teeth 211 form a second tooth 213, and the two first grooves 212 form a second groove 214.

[0147] Combination Figure 3 and Figure 6 It is not difficult to see that if Figure 3 The detection plate 21 shown does not have any structural omissions of repeating parts, so it can be as follows: Figure 6 The test plate 21 is constructed from four identical detection blocks 210. This design is suitable for practical track laying projects, utilizing standardized, modular detection blocks 210 to lay test plates 21 of arbitrary length, thus ensuring the smooth implementation of speed measurement and other functions provided by this method. Furthermore, when manufacturing the test plate 21, it is unnecessary to consider the different widths of the first tooth 211 and second tooth 213, or the first groove 212 and second groove 214; only the first tooth 211 and second groove 214 need to be considered. The second tooth 213 can be obtained by splicing two first teeth 211, and the second groove 214 can be obtained by splicing two second grooves 214. It should also be noted that during the actual laying of the test plate 21, the spliced ​​second tooth 213 and second groove 214 may cause changes in the reverse electromagnetic field information output by the eddy current sensor 111 compared to the integrally manufactured second tooth 213 and second groove 214. However, since the differentiation of teeth and grooves with different widths in this method mainly relies on the duration of the waveform characteristics of the corresponding teeth or grooves, rather than precise identification of specific waveform characteristics, this method does not achieve this. Therefore, even if the reverse electromagnetic field information differs from that of the integrated scheme due to the splicing scheme, it usually will not affect the speed measurement function of the above method.

[0148] Similarly, in the above embodiments, when describing the specific implementation schemes of the first and second states, it was also given that their corresponding high and low levels can be regarded as logic 1 and logic 0, that is, a method for converting analog signals into digital signals is provided. Based on this, this embodiment also provides an optional implementation scheme:

[0149] The reverse electromagnetic field information includes the output timing of the digital signal converted from the analog signal output by the eddy current sensor 111. The output values ​​of the digital signal include 0 and 1; an output value of 1 indicates that the eddy current sensor 111 passes through the teeth, and an output value of 0 indicates that the eddy current sensor 111 passes through the slots.

[0150] Furthermore, in digital signal scenarios, the above speed measurement scheme is similar to that for analog signals. Specifically, step S12 is as follows:

[0151] S121-D: Determine the number of the first tooth and / or the first slot traversed by the vehicle per unit time based on the output timing of the digital signal.

[0152] S122-D: Determine the vehicle's speed based on the number of first teeth and / or first grooves the vehicle passes through per unit time, and the width of the first teeth and / or first grooves along the track direction.

[0153] In the aforementioned steps S121-D and S122-D, the symbol "D" represents a digital signal, meaning that the speed measurement in this step is achieved using a digital signal. Similarly, step S13 specifically involves:

[0154] S131-D1: Determine the number of second teeth and / or second slots traversed by the vehicle per unit time based on the output timing of the digital signal.

[0155] S132-D1: Determine the vehicle's speed based on the number of second teeth and / or second grooves the vehicle passes through per unit time, the width of the first teeth and / or first grooves along the track direction, and a preset number.

[0156] Since the speed measurement principle of the specific implementation scheme of digital signals is the same as that of the analog signals described above, it will not be repeated in this embodiment. Please refer to [the relevant documentation]. Figure 5 The embodiments of signals SD1 and SD2 and the analog signal portion described above.

[0157] Similarly, digital signals can also utilize the aforementioned "superposition" concept to achieve speed measurement under high-speed operating conditions. However, unlike analog signals which use voltage values ​​to represent states, digital signals, especially those at the lower-level machine level, typically only recognize logic 0 and logic 1, and cannot be "superimposed" by summing two digital signals. Accordingly, this embodiment provides an optional implementation: the number of eddy current sensors 111 is two; the reverse electromagnetic field information also includes: the output timing of the composite digital signal; wherein, the composite digital signal is obtained by XORing the digital signals corresponding to the two eddy current sensors 111.

[0158] Step S13 specifically includes:

[0159] S131-D2: The period from the output of the composite digital signal to the occurrence of one change from 0 to 1 and one change from 1 to 0 is taken as one cycle of the composite digital signal.

[0160] S132-D2: When the speed condition is high speed, the vehicle speed is determined based on the number of cycles of the composite digital signal that the vehicle passes through per unit time.

[0161] Based on the logic of XOR processing, when SD1=0 and SD2=0, the XORed digital signal SD=0; when SD1=1 and SD2=1, the XORed digital signal SD=0; when SD1=0 and SD2=1, the XORed digital signal SD=0; when SD1=1 and SD2=0, the XORed digital signal SD=1, which is equivalent to obtaining... Figure 5The digital signal SD is shown below. One period T of the digital signal SD is: 1, 1, 1, 1, 0, 0 (or 0, 0, 1, 1, 1, 1). It can also be simply considered as including one rising edge (changing from 0 to 1) and one falling edge (changing from 1 to 0).

[0162] On the one hand, this embodiment transforms the detection of two digital signals into the detection of one digital signal, which simplifies implementation and reduces computational complexity. On the other hand, the shortest duration of each state in a composite digital signal is longer (e.g., Figure 5 As shown, at least two minimum cycles are required. This makes it easier to detect accurately under high-speed conditions, thus further ensuring speed measurement accuracy at high speeds.

[0163] On the other hand, besides speed and direction measurement as described in the above embodiments, positioning is also a requirement in the practical application of rail vehicles. Among the three commonly used speed measurement schemes mentioned above, the inductive sleeper speed measurement method can detect the vehicle's position. However, due to speed and sleeper spacing, the position information has a large error and is relative. Therefore, positioning plates need to be added at regular intervals to correct the rail vehicle's position information. As for the cross-inductive loop speed measurement method, it can only achieve relative positioning of the rail vehicle. The error in relative positioning accumulates over time, requiring the addition of positioning blocks at regular intervals to correct the rail vehicle's position information. In other words, both of the above schemes require additional implementation costs to achieve positioning functionality.

[0164] To address the aforementioned problems, this application provides a further embodiment based on the above speed and direction measurement scheme. After determining the vehicle's speed and direction of motion, the method further includes:

[0165] S31: Determine the displacement of the vehicle based on its speed and direction of motion.

[0166] It should be noted that the vehicle displacement calculation must ensure that the vehicle is moving in only one direction within the calculation scope. If the vehicle's direction of motion changes, the displacement calculation can be split into two parts based on the node where the direction of motion changes. For example, the specific formula for calculating the displacement is as follows: In the formula, S 单向 v is the displacement. i ∆t represents the vehicle speed in the i-th time interval during this displacement calculation. i Let be the duration of the i-th time period, the length of which can be determined based on the speed measurement cycle.

[0167] S32: Determine the current position of the vehicle based on its initial position and displacement.

[0168] The vehicle's current position is the sum of multiple unidirectional displacements. For example, the specific formula for calculating the current position is: In the formula, P i The direction of motion for the i-th displacement is shown in Table 1 above, P i It can take the values ​​1 (positive) and -1 (negative).

[0169] As can be seen from the above, the positioning function provided in this embodiment does not require the introduction of any additional hardware devices or structures. The positioning of the rail vehicle can be completed using only the aforementioned speed measurement and direction finding results, which is easy to implement and has a lower cost.

[0170] In the above embodiments, a non-contact rail vehicle motion measurement method has been described in detail. This application also provides an embodiment of a non-contact rail vehicle motion measurement system.

[0171] This embodiment provides a non-contact rail vehicle motion measurement system, such as Figure 1 As shown, the system includes: a detection plate 21, a detection unit 11, and a data processing unit 12. The detection plate 21 is disposed on the track side and is a metal plate with teeth and grooves alternately distributed along the track direction. The teeth and grooves satisfy the following conditions: the teeth include first teeth 211 and second teeth 213 with different widths along the track direction, and the detection plate 21 has second teeth 213 at predetermined intervals of the first teeth 211; and / or, the grooves include first grooves 212 and second grooves 214 with different widths along the track direction, and the detection plate 21 has second grooves 214 at predetermined intervals of the first grooves 212. The detection unit 11 is disposed on the vehicle side and includes an eddy current sensor 111. The eddy current sensor 111 is used to generate and acquire reverse electromagnetic field information in the detection plate 21 when passing through it. The reverse electromagnetic field information includes first reverse electromagnetic field information caused by the first teeth 211 or the first grooves 212, and second reverse electromagnetic field information caused by the second teeth 213 and the second grooves 214. The data processing unit 12 is located on the vehicle side and connected to the detection unit 11. The data processing unit 12 is used to complete data processing tasks, including but not limited to: determining the vehicle's speed using first reverse electromagnetic field information when the speed condition is low; and determining the vehicle's speed using second reverse electromagnetic field information when the speed condition is high. In fact, all tasks involving data processing and calculation in the above-described method embodiments can be implemented by data processing tasks, such as specific low-speed and high-speed speed measurement calculations, direction finding calculations, and positioning calculations. The data processing unit 12 can be implemented using a host computer or a speed measurement processing component of the rail vehicle (such as a motion control unit).

[0172] Furthermore, the non-contact rail vehicle motion measurement system can be supplemented with other components beyond the structure described above, based on actual needs, such as... Figure 1 The power supply unit 13 is used to supply power to the detection unit 11 and the data processing unit 12.

[0173] Since the embodiments of the system section correspond to those of the method section, and the method section above also describes some corresponding hardware structures to illustrate the principles of speed measurement, direction finding, and positioning, the embodiments of the system section are described in the method section description and will not be repeated here. This embodiment mainly provides further explanation of the parts not mentioned in the method section above.

[0174] For example, the above method embodiments explicitly state that the number of eddy current sensors 111 can be one or more. In the system provided in this embodiment, the detection unit 11 includes the aforementioned eddy current sensors 111; therefore, the detection unit 11 can include one eddy current sensor 111 or multiple eddy current sensors 111. Furthermore, this embodiment also provides an optional implementation scheme, such as... Figure 1 As shown: there are multiple detection units 11, and different detection units 11 are set in different compartments on the side of the vehicle.

[0175] It should be noted that, in this embodiment, after setting multiple detection units 11, each detection unit 11 can still include multiple eddy current sensors 111 to achieve direction finding and positioning functions. Multiple detection units 11 can be redundant to improve the overall reliability of the solution. Alternatively, the speed, direction, and positioning results of multiple detection units 11 can be cross-referenced to obtain results with higher accuracy and reliability. Furthermore, setting different detection units 11 at different carriages of the rail vehicle is beneficial for improving redundancy from a physical space perspective. It also facilitates simultaneous speed, direction, and positioning measurements from different locations on the rail vehicle, further improving reliability.

[0176] In addition, this embodiment also provides another optional solution: there are two detection plates 21, and the number of detection units 11 is two; the two detection plates 21 are respectively arranged on the left and right sides of the track; the two detection units 11 are respectively arranged corresponding to the two detection plates 21. That is, apart from the redundancy of the eddy current sensor 111 and the detection unit 11, such as Figure 2 As shown, this embodiment also utilizes the feature that the track has two F-shaped rails 22 on the left and right, and sets a detection plate 21 for each of them, thereby further improving redundancy.

[0177] On the other hand, in explaining the principles of speed and direction measurement functions in the above embodiments, for the sake of simplicity, the example given is that the eddy current sensor 111 outputs a high-level analog signal (logic 1) when passing through a tooth and a low-level analog signal (logic 0) when passing through a slot. This embodiment further provides an optional solution for implementing the output logic of the eddy current sensor 111:

[0178] like Figure 7As shown, the eddy current sensor 111 includes a first coil (C1), a second coil (C2), and a Schmitt trigger. The first and second coils are positioned at different locations along the track direction. The first and second coils are used to generate an induced electromotive force (EMF) based on the reverse electromagnetic field generated on the detection plate 21. The Schmitt trigger is connected to the first and second coils and is used to compare the magnitudes of the induced EMFs in the first and second coils, and output a corresponding level signal (i.e., U). C2 >U C1 Output high level, U C2 C1 Output low level).

[0179] The eddy current sensor 111 structure provided in this embodiment can represent the changes caused by the reverse electromagnetic field of the detection plate 21 through intuitive outputs such as high and low levels. This facilitates the simplification of subsequent speed measurement, direction finding, and positioning calculation logic, as well as the improvement of calculation accuracy.

[0180] Furthermore, the direction-finding scheme given in the above method embodiments requires at least two eddy current sensors 111. In this method, a set of eddy current sensors 111 capable of performing complete functions (i.e., speed measurement, direction finding, and positioning) is considered as a detection unit 11. Therefore, a suitable alternative embodiment is provided: the detection unit 11 includes two eddy current sensors 111; and the two eddy current sensors 111 are spaced apart by a preset distance; the preset distance is different from the distance between two adjacent second teeth 213 and different from the distance between two adjacent second slots 214.

[0181] Since this embodiment corresponds to the method embodiment described above, it will not be repeated here. However, in some embodiments of the above method, there is further a scheme for superimposing analog signals. This scheme uses composite analog signals to achieve speed measurement under high-speed conditions, thereby improving the speed measurement accuracy under high-speed conditions. Therefore, this embodiment provides a corresponding hardware implementation scheme: such as... Figure 7 As shown, the detection unit 11 also includes a superposition circuit (such as...). Figure 7 (Adder in the circuit). The superposition circuit is connected to the Schmitt triggers in the two eddy current sensors 111, and is used to superimpose the level signals output by the two Schmitt triggers to obtain a composite level signal. The state of the composite level signal is as follows: Figure 5 As shown, it includes: low level state, medium level state and high level state; wherein, the low level state indicates that both eddy current sensors 111 pass through the teeth; the medium level state indicates that one eddy current sensor 111 passes through the teeth and the other eddy current sensor 111 passes through the slot; the high level state indicates that both eddy current sensors 111 pass through the slot.

[0182] ​On the other hand, besides using analog signals to achieve speed measurement, direction finding, and positioning, some embodiments of the above methods also provide embodiments using digital signals to achieve speed measurement, direction finding, and positioning. This embodiment also provides a corresponding hardware solution, such as... Figure 7 As shown, the detection unit 11 also includes two analog-to-digital converter (ADC) circuits. These two ADC circuits are respectively connected to the Schmitt triggers in the two eddy current sensors 111, and are used to convert the level signals output by the Schmitt triggers into corresponding digital signals. The output values ​​of the digital signals include 0 and 1; an output value of 1 indicates that the eddy current sensor 111 passes through a tooth, and an output value of 0 indicates that the eddy current sensor 111 passes through a slot.

[0183] Furthermore, this embodiment also provides a suitable implementation scheme for the "superposition" of digital signals, such as... Figure 7 As shown: The detection unit 11 further includes an XOR processing circuit. The XOR processing circuit is connected to two analog-to-digital converter circuits and is used to perform XOR processing on two digital signals to obtain a composite digital signal.

[0184] In summary, the non-contact rail vehicle motion measurement system provided in this application can realize the non-contact rail vehicle motion measurement method proposed in the above embodiments. Based on the tooth groove design of the detection plate 21 with different widths, two detection spacings with different widths are provided. Speed ​​measurement is achieved using the first tooth 211 (and / or the first groove 212) with a smaller spacing under low-speed conditions, and under high-speed conditions, speed measurement is achieved using the second tooth 213 (and / or the second groove 214) with a larger spacing, ensuring the speed measurement accuracy of the vehicle under different speed conditions, thereby meeting the actual speed measurement needs. Furthermore, direction finding and positioning functions are achieved without adding additional hardware circuits and devices, which is more advantageous in practical applications compared to traditional solutions.

[0185] The foregoing has provided a detailed description of a non-contact method and system for measuring the motion of rail vehicles provided in this application. The various embodiments in the specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since it corresponds to the method disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to in the method section. It should be noted that those skilled in the art can make several improvements and modifications to this application without departing from the principles of this application, and these improvements and modifications also fall within the protection scope of this application.

[0186] It should also be noted that, in this specification, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

Claims

1. A non-contact method of measuring the motion of a rail vehicle, characterized by, The application is applied to eddy current sensors and detection plates; the eddy current sensors are arranged on the vehicle side, and the detection plates are arranged on the track side; the detection plate is a metal plate with teeth and grooves alternately distributed along the track direction, and the teeth and grooves satisfy: The teeth include first teeth and second teeth with different widths along the track direction, and the detection plate is provided with the second teeth every interval of a preset number of the first teeth; And / or, the grooves include first grooves and second grooves with different widths along the track direction, and the detection plate is provided with the second grooves every interval of a preset number of the first grooves; The method comprises: Obtaining the speed condition of the vehicle and the reverse electromagnetic field information generated by the eddy current sensors in the detection plate; wherein the reverse electromagnetic field information includes first reverse electromagnetic field information caused by the first teeth or the first grooves, and second reverse electromagnetic field information caused by the second teeth and the second grooves; When the speed condition is a low-speed condition, the movement speed of the vehicle is determined by the first reverse electromagnetic field information; When the speed condition is a high-speed condition, the movement speed of the vehicle is determined by the second reverse electromagnetic field information.

2. The non-contacting rail vehicle motion measurement method according to claim 1, characterized in that, The number of the eddy current sensors is at least two, and the reverse electromagnetic field information is at least two groups; Determining the movement speed of the vehicle by the first reverse electromagnetic field information comprises: Determining the movement speed of the vehicle by at least two groups of the first reverse electromagnetic field information; Determining the movement speed of the vehicle by the second reverse electromagnetic field information comprises: Determining the movement speed of the vehicle by at least two groups of the second reverse electromagnetic field information.

3. The non-contacting rail vehicle motion measurement method of claim 2, wherein, The teeth and grooves satisfy: the teeth include the first teeth and the second teeth, and the grooves include the first grooves and the second grooves; The detection plate is provided with the second teeth or the second grooves every interval of a preset number of groups of the first teeth and the first grooves, and the second teeth and the second grooves are alternately distributed between the second teeth and the second grooves; The preset distances between different eddy current sensors are different from the distance between two adjacent second teeth and the distance between two adjacent second grooves; The method further comprises: Determining the time sequence of each eddy current sensor passing through the first teeth, the first grooves, the second teeth and the second grooves according to each group of the reverse electromagnetic field information; Determining the movement direction of the vehicle according to the time sequence.

4. The non-contacting rail vehicle motion measurement method of claim 1, wherein, The widths of the first teeth and the first grooves along the track direction are equal, and the widths of the second teeth and the second grooves along the track direction are equal.

5. The non-contacting rail vehicle motion measurement method of claim 4, wherein, The detection plate is composed of a plurality of detection blocks connected in sequence; Wherein, the first end of the detection block along the track direction is provided with a first tooth, and the second end of the detection block along the track direction is provided with a first groove; the detection blocks are sequentially spliced in a corresponding relationship of first end to first end and second end to second end; two first teeth of two adjacent detection blocks spliced together form the second teeth, and two first grooves form the second grooves.

6. The non-contacting rail vehicle motion measurement method of claim 3, wherein, The reverse electromagnetic field information includes the state time sequence of the analog signal output by the eddy current sensor. The state of the analog signal includes a first state and a second state, wherein the first state represents that the eddy current sensor passes through the tooth, and the second state represents that the eddy current sensor passes through the slot.

7. The non-contacting rail vehicle motion measurement method of claim 6, wherein, The determination of the movement speed of the vehicle through the first reverse electromagnetic field information includes: determining the number of the first teeth and / or the first slots passed by the vehicle in a unit of time according to the state timing of the analog signal; determining the movement speed of the vehicle according to the number of the first teeth and / or the first slots passed by the vehicle in a unit of time and the width of the first teeth and / or the first slots along the track direction; The determination of the movement speed of the vehicle through the second reverse electromagnetic field information includes: determining the number of the second teeth and / or the second slots passed by the vehicle in a unit of time according to the state timing of the analog signal; determining the movement speed of the vehicle according to the number of the second teeth and / or the second slots passed by the vehicle in a unit of time, the width of the first teeth and / or the first slots along the track direction, and the preset number.

8. The non-contacting rail vehicle motion measurement method of claim 7, wherein, The number of the eddy current sensors is two; The reverse electromagnetic field information further includes the state timing of a composite analog signal; The composite analog signal is obtained by superimposing the analog signals output by the two eddy current sensors; the state of the composite analog signal includes a third state, a fourth state and a fifth state; wherein the third state represents that both of the two eddy current sensors pass through the tooth; the fourth state represents that one of the two eddy current sensors passes through the tooth and the other passes through the slot; and the fifth state represents that both of the two eddy current sensors pass through the slot; The determination of the movement speed of the vehicle through the second reverse electromagnetic field information includes: taking one maximum rising edge and one maximum falling edge of the composite analog signal as one period of the composite analog signal; wherein the maximum rising edge is the signal edge of the composite analog signal switching from the third state to the fifth state, and the maximum falling edge is the signal edge of the composite analog signal switching from the fifth state to the third state; when the speed condition is a high-speed condition, determining the movement speed of the vehicle according to the number of periods of the composite analog signal passed by the vehicle in a unit of time.

9. The non-contacting rail vehicle motion measurement method of claim 3, wherein, The reverse electromagnetic field information includes the output timing of a digital signal converted from the analog signal output by the eddy current sensor; The output value of the digital signal includes 0 and 1; the output value of the digital signal being 1 represents that the eddy current sensor passes through the tooth, and the output value of the digital signal being 0 represents that the eddy current sensor passes through the slot.

10. The non-contacting rail vehicle motion measurement method of claim 9, wherein, The determination of the movement speed of the vehicle through the first reverse electromagnetic field information includes: determining the number of the first teeth and / or the first slots passed by the vehicle in a unit of time according to the output timing of the digital signal; determining the movement speed of the vehicle according to the number of the first teeth and / or the first slots passed by the vehicle in a unit of time and the width of the first teeth and / or the first slots along the track direction; The determining the moving speed of the vehicle by the second reverse electromagnetic field information comprises: determining the number of the second teeth and / or the second slots passed by the vehicle in a unit time according to the output timing of the digital signal; determining the moving speed of the vehicle according to the number of the second teeth and / or the second slots passed by the vehicle in a unit time, the width of the first teeth and / or the first slots along the track direction, and the preset number.

11. The non-contacting rail vehicle motion measurement method of claim 10, wherein, The number of the eddy current sensors is two. The reverse electromagnetic field information further comprises: the output timing of a composite digital signal; wherein the composite digital signal is obtained by performing XOR operation on the digital signals corresponding to the two eddy current sensors. The determining the moving speed of the vehicle by the second reverse electromagnetic field information comprises: taking the output of the composite digital signal from once changing from 0 to 1 and once changing from 1 to 0 as a period of the composite digital signal; when the speed condition is a high speed condition, determining the moving speed of the vehicle according to the number of the periods of the composite digital signal passed by the vehicle in a unit time.

12. The non-contacting rail vehicle motion measurement method according to any one of claims 3 to 11, characterized in that, After determining the moving speed and the moving direction of the vehicle, further comprising: determining the displacement of the vehicle according to the moving speed and the moving direction; determining the current position of the vehicle according to the starting position and the displacement of the vehicle.

13. A non-contact rail vehicle motion measurement system, characterized by, Comprising: a detection plate, a detection unit, and a data processing unit; the detection plate is arranged on the track side, and is a metal plate with teeth and slots alternatingly distributed along the track direction, and the teeth and the slots satisfy: the teeth comprise first teeth and second teeth with different widths along the track direction, and every interval of a preset number of the first teeth on the detection plate is provided with the second teeth; and / or, the slots comprise first slots and second slots with different widths along the track direction, and every interval of a preset number of the first slots on the detection plate is provided with the second slots; the detection unit is arranged on the vehicle side, and comprises an eddy current sensor; the eddy current sensor is used to generate and acquire reverse electromagnetic field information in the detection plate when passing through the detection plate; wherein the reverse electromagnetic field information comprises first reverse electromagnetic field information caused by the first teeth or the first slots, and second reverse electromagnetic field information caused by the second teeth and the second slots; the data processing unit is arranged on the vehicle side and connected with the detection unit, and is used to complete a data processing task; wherein the data processing task comprises: when the speed condition is a low speed condition, determining the moving speed of the vehicle by the first reverse electromagnetic field information; and when the speed condition is a high speed condition, determining the moving speed of the vehicle by the second reverse electromagnetic field information.

14. The non-contacting rail vehicle motion measurement system of claim 13, wherein, The teeth and the slots satisfy: the teeth comprise the first teeth and the second teeth, and the slots comprise the first slots and the second slots; every interval of a preset number of groups of the first teeth and the first slots on the detection plate is provided with the second teeth or the second slots, and the second teeth and the second slots are alternatingly distributed.

15. The non-contacting rail vehicle motion measurement system of claim 14, wherein, The first tooth and the first slot are equal in width along the track direction, and the second tooth and the second slot are equal in width along the track direction.

16. The non-contacting rail vehicle motion measurement system of claim 15, wherein, The detection plate is composed of a plurality of detection blocks connected in sequence. The first end of the detection block along the track direction is provided with a first tooth, and the second end of the detection block along the track direction is provided with a first slot; the detection blocks are sequentially spliced in a corresponding relationship of first end to first end and second end to second end; the two first teeth of two adjacent detection blocks spliced together form the second tooth, and the two first slots form the second slot.

17. The non-contacting rail vehicle motion measurement system of claim 14, wherein, The number of detection units is multiple, and different detection units are arranged at different carriages on the vehicle side.

18. The non-contacting rail vehicle motion measurement system of claim 14, wherein, The number of detection units is two. The two detection plates are arranged at the left track and the right track on the track side respectively; and the two detection units are arranged corresponding to the two detection plates respectively.

19. The non-contacting rail vehicle motion measurement system of any one of claims 13 to 18, wherein, The eddy current sensor comprises a first coil, a second coil and a Schmitt trigger. The first coil and the second coil are arranged at different positions along the track direction; the first coil and the second coil are used to generate induced electromotive force based on the reverse electromagnetic field generated on the detection plate; The Schmitt trigger is connected with the first coil and the second coil, and is used to compare the size relationship of the induced electromotive force in the first coil and the second coil, and output the corresponding level signal.

20. The non-contacting rail vehicle motion measurement system of claim 19, wherein, The detection unit comprises two eddy current sensors. The distance between the two eddy current sensors is different from the distance between two adjacent second teeth, and different from the distance between two adjacent second slots.

21. The non-contacting rail vehicle motion measurement system of claim 20, wherein, The detection unit further comprises a superposition circuit. The superposition circuit is connected with the Schmitt trigger in the two eddy current sensors, and is used to superimpose the level signals output by the two Schmitt triggers to obtain a composite level signal. The state of the composite level signal includes low level state, medium level state and high level state; the low level state represents that both of the two eddy current sensors pass through the tooth; the medium level state represents that one of the two eddy current sensors passes through the tooth and the other passes through the slot; and the high level state represents that both of the two eddy current sensors pass through the slot.

22. The non-contacting rail vehicle motion measurement system of claim 20, wherein, The detection unit further comprises two analog-to-digital conversion circuits. The two analog-to-digital conversion circuits are connected with the Schmitt trigger in the two eddy current sensors respectively, and are used to convert the level signal output by the Schmitt trigger into a corresponding digital signal. The output value of the digital signal includes 0 and 1; the output value of the digital signal is 1, which represents that the eddy current sensor passes through the tooth, and the output value of the digital signal is 0, which represents that the eddy current sensor passes through the slot.

23. The non-contacting rail vehicle motion measurement system of claim 22, wherein, The detection unit further comprises an exclusive or processing circuit. The exclusive or processing circuit is connected with the two analog-to-digital conversion circuits, and is used to perform exclusive or processing on the two digital signals to obtain a composite digital signal.

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