A verification device and system for speed measurement and positioning of a maglev train

Abstract

The application discloses a kind of verification device and system for magnetic levitation train speed measurement positioning, it is related to magnetic levitation traffic test technical field, by setting the coil module electromagnetic coupling boundary of front end carrying part and trackside coil accurate matching, restore the electromagnetic field distribution characteristics between full-size magnetic levitation train and track, effectively overcome the scale effect distortion caused by size reduction of micro model, improve the physical authenticity of speed measurement positioning verification. Multiple coil modules are symmetrically arranged on the left and right of the carrying platform in the direction of travel, and the differential principle can be used to effectively cancel the same-phase interference signal on the trackside, significantly enhance the anti-common-mode interference capability of the system, and ensure the accuracy of data acquisition in dynamic testing. By integrating the counterweight module at the rear end, the weight of the coil module protruding from the front end is balanced, the overall center of gravity of the platform is maintained near the geometric center, the risk of center of gravity deviation and overturning during high-speed travel or acceleration and deceleration is avoided, and the operation stability of the experimental platform and the reliability of the test data are ensured.

Description

Technical Field

[0001] This application relates to the field of maglev transportation testing technology, and in particular to a verification device and system for speed measurement and positioning of maglev trains. Background Technology

[0002] In superconducting maglev transportation systems, speed measurement and positioning technology based on trackside passive figure-eight coils is crucial for ensuring the safe operation of trains. During the development of this technology, physical experimental verification is a necessary step connecting theoretical algorithms with engineering vehicle testing.

[0003] However, existing speed measurement and positioning experimental devices generally use miniature models, whose coil geometry is much smaller than that of actual vehicles. Since electromagnetic coupling characteristics are closely related to spatial scale, this scale effect distortion causes the amplitude, waveform characteristics and signal-to-noise ratio of the induced voltage obtained in the experiment to deviate significantly from the real environment.

[0004] Meanwhile, existing devices mostly adopt a single-sided or simplified layout, lack anti-interference design for attitude changes such as vehicle roll and yaw, making it difficult to simulate the complex electromagnetic environment in the dynamic operation of a real vehicle, and also unable to verify the robustness of the algorithm under common-mode interference.

[0005] Furthermore, when changing the mounting structure to accommodate large-size coils, the balance of the experimental platform's own center of gravity is often overlooked, resulting in poor dynamic stability.

[0006] In summary, existing technologies suffer from problems such as distortion due to the scale effect of miniaturized models, weak resistance to common-mode interference, and imbalance of the center of gravity during dynamic movement. Summary of the Invention

[0007] In view of the above problems, this application provides a verification device and system for speed measurement and positioning of maglev trains, so as to achieve high-fidelity simulation and stable testing of the electromagnetic coupling environment of a real train. The specific solution is as follows:

[0008] The first aspect of this application provides a verification device for speed measurement and positioning of maglev trains, comprising:

[0009] The front-end mounting unit is installed on the front side of the external transport platform. The front-end mounting unit includes multiple coil modules. The electromagnetic coupling boundary of the coil modules matches the electromagnetic coupling boundary of the trackside coils. The multiple coil modules are symmetrically arranged on the left and right sides of the external transport platform in the direction of travel.

[0010] The rear-end mounting unit is installed on the rear side of the external carrier platform. The rear-end mounting unit includes a signal processing module and a counterweight module. The counterweight module is used to balance the weight of the front-end mounting unit to maintain the overall center of gravity of the external carrier platform.

[0011] In one possible implementation, the front-end mounting unit includes a front bracket, with multiple coil modules symmetrically distributed in the four positions of the front bracket: left front, left rear, right front, and right rear.

[0012] In one possible implementation, the coil module includes a transmitting coil and a receiving coil. The receiving coil is divided into two groups, one above the other, and each group is a figure-eight coil loop. The two groups of figure-eight coil loops are arranged symmetrically above and below each other.

[0013] In one possible implementation, the rear mounting unit includes a rear support with a cantilever design, and a counterweight module is located in the middle recessed area of ​​the rear support and its position is adjustable.

[0014] In one possible implementation, the front-end mounting unit includes a front bracket, which adopts a double-layer frame structure, and the coil modules on each side share the same long mounting beam.

[0015] In one possible implementation, the coil module further includes a coil mounting plate with grooves for positioning the bottom ends of the transmitting and receiving coils, and the top ends of the transmitting and receiving coils are fixed by clamps.

[0016] In one possible implementation, the front bracket also includes a short crossbeam and a connecting plate. The short crossbeam is used for auxiliary positioning to ensure the front-to-back spacing, and the connecting plate is used to adjust the left-to-right spacing.

[0017] In one possible implementation, the back-end mounting section also includes a chassis module, which has an array of heat dissipation holes on the top, bottom and sides, and the board insertion and removal assistance adopts a combination of a single-sided pull-out aid and a non-removable screw.

[0018] In one possible implementation, the area of ​​the electromagnetic coupling boundary of the coil module is equivalent to the area of ​​the electromagnetic coupling boundary of the trackside coil, and the spacing between adjacent coil modules is a preset multiple of the spatial period of the trackside coil.

[0019] The second aspect of this application provides a magnetic levitation train speed measurement and positioning experimental system, comprising:

[0020] External transport platform;

[0021] The trackside coil array is arranged along the travel path of the external transport platform;

[0022] The verification device for speed measurement and positioning of maglev trains, as described in the first aspect or any implementation thereof, is installed on an external transport platform, and the coil module included in the verification device is electromagnetically coupled to the trackside coil in the trackside coil array.

[0023] By employing the aforementioned technical solutions, the verification device and system for speed measurement and positioning of maglev trains provided in this application, through precise matching of the electromagnetic coupling boundary of the coil module on the front-end mounting section with the trackside coil, physically recreates the electromagnetic field distribution characteristics between the full-size maglev train and the track. This effectively overcomes the scale effect distortion caused by the reduction in size of the miniature model, improving the physical authenticity of the speed measurement and positioning verification. Secondly, by symmetrically arranging multiple coil modules on the left and right sides of the travel direction of the transport platform, the differential principle can effectively cancel trackside in-phase interference signals, significantly enhancing the system's anti-common-mode interference capability and ensuring the accuracy of data acquisition during dynamic testing. Finally, by integrating a counterweight module at the rear end to specifically balance the weight of the coil module extending from the front end, the overall center of gravity of the platform is maintained near the geometric center, avoiding the risk of center of gravity shift and overturning during high-speed travel or acceleration / deceleration, ensuring the operational stability of the experimental platform and the reliability of the test data. Attached Figure Description

[0024] The above and other features, advantages, and aspects of the embodiments of this disclosure will become more apparent from the accompanying drawings and the following detailed description. Throughout the drawings, the same or similar reference numerals denote the same or similar elements. It should be understood that the drawings are schematic, and the originals and elements are not necessarily drawn to scale.

[0025] Figure 1 A schematic diagram of the structural composition of the verification device for speed measurement and positioning of maglev trains provided in this application;

[0026] Figure 2 A schematic diagram of another component structure of the verification device for speed measurement and positioning of maglev trains provided in this application;

[0027] Figure 3 A schematic diagram of the structural composition of the front-end mounting section provided in this application;

[0028] Figure 4 This is a schematic diagram of the structural composition of the coil module provided in this application;

[0029] Figure 5 This application provides a schematic diagram of the structural composition of the back-end mounting section;

[0030] Figure 6 This is a schematic diagram of the structural composition of the chassis module provided in this application;

[0031] Figure 7 An example diagram illustrating the operating logic of the verification device for speed measurement and positioning of maglev trains provided in this application.

[0032] Figure label:

[0033] 100 - Front-end mounting unit; 200 - Back-end mounting unit; 300 - Host computer; 110 - Front bracket; 120 - Coil module; 121 - Coil mounting plate; 122 - Transmitting coil; 123 - Receiving coil; 124 - Wiring socket; 210 - Rear bracket; 220 - Chassis module; 230 - Counterweight module; 221 - Chassis mounting bracket; 222 - Chassis. Detailed Implementation

[0034] The embodiments of this application are described below with reference to the accompanying drawings. The terminology used in the implementation section of this application is for explaining specific embodiments only and is not intended to limit the scope of this application.

[0035] As will be known to those skilled in the art, with the development of technology and the emergence of new scenarios, the technical solutions provided in the embodiments of this application are also applicable to similar technical problems.

[0036] The terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms are interchangeable where appropriate; this is merely a way of distinguishing objects with the same attributes in the embodiments of this application. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion, so that a process, method, system, product, or apparatus that comprises a series of elements is not necessarily limited to those elements, but may include other elements not explicitly listed or inherent to those processes, methods, products, or apparatuses.

[0037] In superconducting maglev transportation systems, speed measurement and positioning technology based on passive figure-eight coils along the track has become a key research direction for ensuring safe train operation due to its elimination of the need for active equipment along the line and its strong anti-interference potential. Although existing research has theoretically verified the computational logic and feasibility of this method, effective physical experimental verification methods are still lacking before it can be applied to actual engineering vehicles.

[0038] Currently, most mainstream experimental setups use miniature models, with coil geometry much smaller than that of actual vehicles. Since electromagnetic coupling characteristics are closely related to spatial scale, this scale effect leads to significant deviations between the induced voltage amplitude, waveform characteristics, and signal-to-noise ratio obtained in experiments and actual vehicle operating conditions, making it difficult to verify the system performance at a real scale.

[0039] Meanwhile, existing devices mostly adopt a simplified layout with a single side or a single coil, lacking anti-common-mode interference design for attitude changes such as vehicle roll and yaw, and cannot simulate complex electromagnetic disturbances during dynamic operation, resulting in insufficient verification of algorithm robustness.

[0040] Furthermore, modifications to the mounting structure to accommodate large-size coils often neglect the balance of the experimental platform's own center of gravity, leading to problems such as dynamic instability.

[0041] To address the aforementioned issues, this application provides a verification device and system for speed measurement and positioning of maglev trains, specifically including the following core technical solutions.

[0042] See Figure 1 The present application provides a schematic diagram of the structural composition of a verification device for speed measurement and positioning of maglev trains.

[0043] like Figure 1 As shown, the verification device mainly includes a front-end mounting section 100 and a rear-end mounting section 200.

[0044] The front-end mounting unit 100 is installed on the front side of the external transport platform and is mainly responsible for interacting with the trackside environment via electromagnetic signals; the rear-end mounting unit 200 is installed on the rear side of the external transport platform and is mainly responsible for signal processing and the mechanical balance of the entire device. This functional partition design with separate front and rear ends allows the electromagnetically sensitive components and signal processing circuits to be spatially decoupled, reducing electrical interference and providing a physical layout basis for subsequent counterweight adjustment.

[0045] Specifically, the front-end mounting unit 100 includes multiple coil modules, the electromagnetic coupling boundary of the coil modules matches the electromagnetic coupling boundary of the trackside coil, and the multiple coil modules are symmetrically arranged on the left and right sides of the external transport platform in the direction of travel.

[0046] In this embodiment, matching of electromagnetic coupling boundaries does not simply mean that the coil module and the trackside coil are geometrically equivalent. Its core meaning is that the two are equivalent in electromagnetic parameters such as effective induction area, magnetic field spatial distribution characteristics, and mutual inductance coefficient.

[0047] For example, when the trackside coil is a figure-eight coil of a specific size, the effective coupling area of ​​the coil module should be designed to be comparable to the induction area of ​​the figure-eight coil, so as to ensure that the amplitude, waveform characteristics and zero-crossing phase of the induced electromotive force generated during the experiment are highly consistent with the actual vehicle operating conditions.

[0048] This design fundamentally overcomes the electromagnetic simulation distortion problem caused by scale effects in traditional miniature models, making the experimental data directly applicable to engineering applications. Simultaneously, the symmetrical arrangement of multiple coil modules on both sides of the travel direction creates a natural differential measurement benchmark. When the external platform experiences roll, yaw, or vertical vibrations during dynamic travel, the common-mode noise induced by the coil modules on both sides can be canceled out through subsequent differential processing, thereby significantly improving the signal-to-noise ratio and robustness of the velocity positioning signal under complex disturbance environments.

[0049] Furthermore, the rear-end mounting unit 200 includes a signal processing module and a counterweight module, the counterweight module being configured to balance the weight of the front-end mounting unit to maintain the overall center of gravity of the external transport platform.

[0050] Because the front-end mounting unit carries multiple large-sized coil modules to meet the matching requirements of electromagnetic coupling boundaries, its weight is usually large and it is located at the very front of the external carrier platform. This causes the overall center of gravity of the system to shift significantly forward, which in turn affects the attitude stability during dynamic movement and may even lead to the risk of overturning.

[0051] In this embodiment, a counterweight module is set in the rear mounting part 200. By utilizing the torque balance principle, the mass and installation position of the counterweight module are accurately calculated and configured according to the actual weight of the front mounting part 100 and its lever arm length relative to the wheel axle center, thereby adjusting the overall center of gravity of the system back to the geometric center or safe and stable area of ​​the external transport platform.

[0052] It is understandable that the specific implementation of the counterweight module is not limited to a fixed metal block. It can also be a combination of mass blocks with adjustable position, a liquid counterweight box, or other devices that can provide an equivalent gravitational torque, as long as it can achieve the function of balancing the weight at the front end and maintaining the overall center of gravity.

[0053] Through this collaborative design that combines electromagnetic verification requirements with physical balance requirements, this application ensures both high-fidelity electromagnetic environment simulation and structural safety and stable operation of the verification device during dynamic testing, effectively filling the experimental gap between pure theoretical algorithm verification and expensive real-vehicle testing.

[0054] Optional, see Figure 2 This application provides a schematic diagram of another component structure of the verification device for speed measurement and positioning of maglev trains.

[0055] like Figure 2 As shown, the verification device for speed measurement and positioning of maglev trains mainly includes a front-end mounting unit 100, a rear-end mounting unit 200, and a host computer 300.

[0056] The rear-end mounting unit 200 is directly connected to the front-end mounting unit 100 via a cable. This connection is mainly used for transmitting transmission signals and receiving feedback signals, forming the electrical communication backbone inside the device.

[0057] The back-end unit 200 is connected to the host computer 300 via a cable. This cable is responsible for bidirectional data transmission. The host computer sends control commands to the slave computer through this link, and at the same time receives, parses and processes the raw data and calculation results from the slave computer.

[0058] The entire device, through the cooperation of the front and rear units on the track and the upper computer software, can completely simulate the speed measurement and positioning process of a maglev train and verify its accuracy.

[0059] In summary, the verification device for speed measurement and positioning of maglev trains provided in this application, by precisely matching the electromagnetic coupling boundary of the coil module on the front-end mounting unit with the trackside coil, physically recreates the electromagnetic field distribution characteristics between the full-size maglev train and the track, effectively overcoming the scale effect distortion caused by the reduction in size of the miniature model and improving the physical authenticity of the speed measurement and positioning verification. Secondly, by symmetrically arranging multiple coil modules on the left and right sides of the platform's travel direction, the differential principle can effectively cancel trackside in-phase interference signals, significantly enhancing the system's anti-common-mode interference capability and ensuring the accuracy of data acquisition during dynamic testing. Finally, by integrating a counterweight module at the rear end to specifically balance the weight of the coil modules extending from the front end, the overall center of gravity of the platform is maintained near its geometric center, avoiding the risk of center of gravity shift and overturning during high-speed travel or acceleration / deceleration, ensuring the operational stability of the experimental platform and the reliability of the test data.

[0060] Based on the first embodiment described above, this embodiment further details the spatial layout of the front-end mounting section, the internal topology of the coil module, and the quantitative matching relationship of the electromagnetic coupling parameters. These features together constitute the core technology system for high-fidelity electromagnetic environment simulation, as the second embodiment.

[0061] See Figure 3 The structural composition diagram of the front-end mounting section provided in this application.

[0062] like Figure 3 As shown, the front-end mounting part includes a front bracket 110 and multiple coil modules 120, which are symmetrically distributed in the four directions of the front bracket 110: left front, left rear, right front and right rear.

[0063] The front support 110 serves as the load-bearing base, and its structure is designed as a rectangular frame. The four coil modules 120 are precisely installed at the four corner points of the frame in the direction of travel. This four-directional symmetrical distribution design is not only for the balance of the mechanical structure, but more importantly, it constructs a redundant differential reference in the electromagnetic measurement dimension.

[0064] Specifically, when the external carrier platform experiences roll, yaw, or vertical displacement during dynamic operation, the coil modules located diagonally or on the same side will sense noise signals with specific correlations. The multiple signals obtained through symmetrical layout can be differentially calculated or fused in subsequent processing, thereby effectively eliminating common-mode interference introduced by platform attitude changes and significantly improving the robustness of the speed measurement and positioning algorithm under complex working conditions.

[0065] It is understandable that although this embodiment shows a four-corner symmetrical layout of four coil modules, in other embodiments, six, eight or other even-number symmetrical layouts can be used according to verification requirements, as long as the spatial reference requirements for dual-sided redundant measurement can be met.

[0066] Furthermore, in order to suppress interference at the sensor source, the electromagnetic topology inside the coil module was also specifically designed.

[0067] In one implementation, the coil module includes a transmitting coil and a receiving coil. The receiving coil is divided into two groups, upper and lower, and each group is an 8-shaped coil circuit. The two groups of 8-shaped coil circuits are arranged symmetrically in the upper and lower parts.

[0068] See Figure 4 The schematic diagram of the structure of the coil module provided in this application.

[0069] like Figure 4 As shown, each coil module 120 includes a coil mounting plate 121, a transmitting coil 122, a receiving coil 123, and a wiring socket 124.

[0070] Specifically, the receiving coil 123 in each coil module 120 is not a simple single-turn or multi-turn toroidal coil, but is wound or connected into two independent figure-eight loops, which are arranged in a mirror-symmetric manner in the vertical direction.

[0071] The physical essence of the figure-eight coil circuit is two induction loops with opposite polarities connected in series. When an external magnetic field passes through uniformly, the electromotive forces induced by the two half-loops cancel each other out, and the output is zero. However, when the gradient magnetic field generated by the figure-eight coil next to the track passes through, an effective signal can be induced.

[0072] Based on this, two sets of figure-eight loops are arranged symmetrically, forming a dual differential mechanism: when the vehicle body experiences roll or vertical vibration, causing the coil plane to tilt or translate relative to the trackside coil, the background noise or common-mode disturbances induced by the upper and lower sets of loops exhibit a high correlation, while the effective speed measurement and positioning signal maintains a specific phase relationship due to the spatial position difference. Through electrical differential processing, common-mode noise introduced by mechanical vibration and attitude jitter can be significantly canceled, preserving pure position and speed information.

[0073] This structural design enables the verification device to simulate the complex electromagnetic interference environment faced by real vehicles at high speeds in laboratory or low-speed testing environments, thus verifying the system's adaptability to non-ideal operating conditions.

[0074] In addition, to ensure the transferability of experimental data to real vehicle operating conditions, the key parameters of electromagnetic coupling must be rigorously quantified and matched.

[0075] In one implementation, the area of ​​the electromagnetic coupling boundary of the coil module is equivalent to the area of ​​the electromagnetic coupling boundary of the trackside coil, and the spacing between adjacent coil modules is a preset multiple of the spatial period of the trackside coil.

[0076] The area equivalence here refers to the fact that the effective sensing area of ​​the coil module covers the same magnetic flux exchange range on the projected surface as the actual vehicle coil. For example, in a preferred embodiment of this application, the effective coupling area of ​​the coil module is designed to be about 0.16 square meters to match the sensing area of ​​a specific specification trackside figure-eight coil, thereby ensuring that the amplitude characteristics of the induced voltage are not distorted.

[0077] Meanwhile, the spacing between adjacent coil modules is set to a specific multiple of the trackside coil spatial period, such as 2.25 times the period, corresponding to a physical spacing of approximately 0.81 meters.

[0078] The core purpose of this spacing setting is to replicate the signal timing relationship and waveform overlap characteristics when multiple sets of coils on a real vehicle pass sequentially through the trackside coil array. If the spacing is not a reasonable multiple of the spatial period, the phase difference between the multiple signals measured in the experiment will be completely different from that of the real vehicle, making it impossible to verify the speed measurement and positioning algorithm based on multi-sensor fusion.

[0079] It is understood that 2.25 times the period is only a preferred parameter in this embodiment. In practical applications, the preset multiple can also be 1.5 times, 2.0 times, 3.0 times or other values ​​that meet the requirements of signal processing and redundancy verification. The key is that there is a definite functional relationship between it and the spatial period of the trackside coil to ensure the spatiotemporal consistency of the electromagnetic environment simulation.

[0080] In summary, the four-directional symmetrical layout, the topology of the vertically symmetrical figure-eight coils, and the quantified electromagnetic parameter matching, as an organic whole, achieve a high-confidence reproduction of the real-vehicle-level electromagnetic environment from three dimensions: spatial redundancy, electrical interference immunity, and signal fidelity.

[0081] Based on the first and second embodiments, this embodiment further describes in detail the mechanical support structure and center of gravity balance mechanism of the verification device as a third embodiment.

[0082] These mechanical features are not a general bracket design, but a physical protection system specially designed to meet the needs of large-size, high-precision electromagnetic verification. It aims to solve the problems of center of gravity imbalance, insufficient structural rigidity and maintenance in dynamic environments caused by the front-end placement of large-size coil modules.

[0083] In one implementation, the rear mounting unit includes a rear support frame with a cantilever design. The counterweight module is located in the middle recessed area of ​​the rear support frame and its position is adjustable.

[0084] See Figure 5 The structural composition diagram of the back-end mounting section provided in this application.

[0085] like Figure 5 As shown, the rear mounting section includes a rear bracket 210, a chassis module 220, and a counterweight module 230.

[0086] Specifically, the rear support 210 extends behind the external transport platform to form a cantilever structure. This design maximizes the lever arm length of the counterweight module 230 relative to the platform's wheel axle center. According to the principle of torque balance, with a fixed counterweight mass, the longer the lever arm, the greater the balancing torque generated. This allows a smaller counterweight mass to offset the huge forward tilting torque caused by the large-sized coil module at the front end.

[0087] The counterweight module 230 is placed in a pre-set groove area in the middle of the rear bracket 210, and the groove has a certain adjustment stroke along the cantilever extension direction.

[0088] During actual assembly, the operator can move the counterweight module 230 back and forth in the groove according to the actual weight and center of gravity offset of the front-end mounting part until the combined center of gravity of the entire system is precisely returned to the safe and stable area or geometric center of the external carrier platform.

[0089] It is understandable that the adjustable position can be achieved not only by groove sliding, but also by any mechanical structure that can achieve continuous or discrete adjustment of the counterweight torque, such as guide rail slider, multi-hole bolt fixing or lead screw drive.

[0090] This adjustable method allows the same verification device to be compatible with coil modules of different specifications and weights, and can adapt to various experimental configurations without redesigning the rear support, significantly improving the device's versatility and dynamic travel safety.

[0091] In one implementation, the front-end mounting part includes a front bracket, which adopts a double-layer frame structure, and the coil modules on each side share the same long mounting beam.

[0092] Combination Figure 3 As shown, the front support 110 is constructed from aluminum alloy profiles into two parallel rectangular frames. Compared with a single-layer planar frame, this double-layer three-dimensional truss structure has an order-of-magnitude improvement in bending stiffness in both vertical and torsional directions. It can effectively resist the complex loads generated by the external transport platform when traveling at high speed or turning, and prevent the spatial attitude of the coil module from shifting due to support deformation.

[0093] More importantly, the two coil modules 120 located on the left side of the front bracket 110—the front left and rear left coil modules—are jointly fixed to the same longitudinally extending long mounting beam, and the same applies to the right side. This shared long beam design reduces the number of intermediate connection nodes, not only lowering the structural weight but, more importantly, ensuring the relative positional accuracy between the front and rear coil modules on the same side. Since the long mounting beam acts as a rigid, integral base, its coefficient of thermal expansion and stress deformation mode are consistent. This avoids cumulative errors caused by differences in independent mounting bases, ensuring the phase reference stability of the signals on the same side in the symmetrical redundant layout, and providing a solid mechanical foundation for subsequent high-precision differential velocity measurement and positioning.

[0094] In one implementation, the front bracket also includes a short crossbeam and a connecting plate. Specifically, the short crossbeam is used for auxiliary positioning to ensure the front-to-back spacing, and the connecting plate is used to adjust the left-to-right spacing.

[0095] Specifically, short crossbeams are provided at specific locations between the upper and lower double-layer frames of the front bracket 110 or on the long mounting beam to connect the mounting points of the front and rear coil modules. The length of the short crossbeams is precision-machined, and their physical dimensions directly determine the center-to-center distance between adjacent front and rear coil modules, thereby forcibly ensuring that this distance is strictly equal to a preset multiple of the trackside coil space period, such as 2.25 times the period mentioned in the second embodiment. This eliminates the cumulative errors that may be introduced by manual measurement and assembly, ensuring the accuracy of the electromagnetic coupling timing.

[0096] Meanwhile, T-shaped connecting plates are used as transition pieces at the connection between the short crossbeam and the long mounting beam or the main frame. The T-shaped connecting plates have oblong holes or adjustment slots, allowing for fine-tuning of the lateral span of the coil modules on the left and right sides during installation.

[0097] This design fully considers the installation tolerances that may exist in the trackside coil array in actual lines or the differences in track gauge between different lines, so that the verification device can adaptively adjust the left and right spacing within a certain range to achieve the best alignment with the trackside environment, thereby improving the device's on-site adaptability and alignment efficiency.

[0098] As one implementation, the rear-end mounting section also includes a chassis module, which has an array of heat dissipation holes on the top, bottom and sides, and the board insertion and removal assistance adopts a combination of a single-sided removal tool and a non-removable screw.

[0099] See Figure 6 The structural composition diagram of the chassis module provided in this application is shown.

[0100] like Figure 6 As shown, the chassis module 220 includes a chassis mounting bracket 221 and a chassis 222.

[0101] Specifically, the chassis module 220 integrates core electronic devices such as signal processing, power amplification, and power management, which generate a lot of heat during high-load dynamic testing.

[0102] By evenly distributing heat dissipation holes on the top, bottom, and left and right sides of the chassis, a multi-dimensional natural convection or forced air cooling channel is constructed to ensure that the temperature rise of internal components is controlled within a safe range, avoiding signal drift or equipment failure due to overheating.

[0103] Considering that the verification device is often used in harsh field or track testing environments such as vibration and dust, a special design was adopted for the fixation and maintenance of the internal circuit boards: one side of the board is equipped with a puller to facilitate pulling out in confined spaces; the other side is secured with non-removable screws. These non-removable screws remain on the panel after being loosened, preventing them from falling into the chassis and causing short circuits or mechanical jamming. This also avoids the risk of fasteners being lost during bumpy transportation or disassembly / reassembly.

[0104] This design, which balances heat dissipation performance with field maintainability, ensures the reliability and ease of operation of the verification device during long-term dynamic experiments.

[0105] Based on the electromagnetic topology of the coil module described in the second embodiment, this embodiment further details the precision assembly structure inside the coil module to provide underlying hardware support for the long-term stability of electromagnetic performance, as the fourth embodiment.

[0106] In one embodiment, the coil module also includes a coil mounting plate with grooves for positioning the bottom ends of the transmitting coil and the receiving coil, and the top ends of the transmitting coil and the receiving coil are fixed by clamps.

[0107] Specifically, in combination Figure 4 As shown, the coil mounting plate 121 serves as a carrier substrate, and its surface is precisely machined with a groove structure that matches the outer contour of the transmitting coil 122 and the receiving coil 123.

[0108] During the assembly process, the bottom end of the coil assembly is first embedded in the groove. The physical limiting effect of the groove sidewall is used to achieve preliminary planar positioning and attitude correction, effectively restricting the coil's degree of freedom in the horizontal direction.

[0109] Based on this, a vertical clamping force is applied to the top of the coil assembly through the clamping device, thereby forming a dual constraint method of bottom positioning and top clamping.

[0110] This split-type constraint design is not a simple mechanical superposition, but a specialized adaptation to the thermal expansion characteristics of non-metallic materials such as nylon commonly used in coil mounting plates 121. Since the coefficient of thermal expansion of nylon is significantly greater than that of metal coil frames, if a fully enclosed rigid fixation is used, the expansion and deformation of the mounting plate will be restricted under conditions of ambient temperature changes or equipment self-heating, which will generate huge internal stress, causing the coil to be squeezed and deformed or even cracked.

[0111] This embodiment provides a positional reference only through the bottom groove without applying excessive clamping force, while the top clamping member allows a small elastic compensation space to be retained in the vertical direction. This allows the mounting plate to freely expand and contract along the planar direction to release stress during thermal expansion and contraction, while the coil body is always stably constrained in the designed position, avoiding structural damage or electromagnetic parameter drift caused by thermal mismatch.

[0112] Furthermore, in order to withstand the continuous broadband vibrations generated by the external transport platform during dynamic movement, the specific implementation of the top clamping component needs to have anti-loosening and buffering functions.

[0113] In a preferred embodiment of this application, the clamping element is a combination of a nylon plate and a nylon bolt. Compared with metal bolts, nylon bolts have a lower modulus of elasticity and higher damping characteristics, and can produce moderate elastic deformation under the action of locking torque, acting as a natural vibration damping washer to absorb high-frequency vibration energy and prevent the threaded connection from loosening and failing due to fretting wear.

[0114] Meanwhile, the nylon plate, acting as a pressure block, has a contact area much larger than the bolt head, which can evenly distribute the concentrated clamping force to the top surface of the coil, avoiding excessive local pressure that could damage the insulation layer.

[0115] It is understood that although this embodiment preferably uses a combination of nylon bolts and pressure plates, in other embodiments, the clamping element may also be a metal screw with a spring washer, an elastic buckle, a silicone pressure strip, or other fastening element that can provide a constant preload and has a certain degree of flexibility, as long as it can reliably fix the top end and adapt to the thermal expansion characteristics of the substrate.

[0116] Furthermore, the groove layout on the coil mounting plate 121 is typically designed to be both axially symmetrical and centrally symmetrical, echoing the bilaterally symmetrical redundant layout mentioned in the second embodiment. This symmetrical groove design not only simplifies the manufacturing process but, more importantly, ensures that the relative positional accuracy between multiple coils on the same mounting plate—for example, one transmitting coil and four receiving coils—is entirely determined by machining tolerances, rather than relying on manual assembly adjustments. This high-precision positional consistency is a physical prerequisite for ensuring the effectiveness of differential signal processing.

[0117] In summary, by combining bottom groove positioning with top flexible clamping assembly structure, this embodiment effectively solves the problem of coil fixation under thermal and vibration coupling fields on non-metallic mounting plates, ensuring the stability of electromagnetic coupling parameters and the reliability of measurement data in long-term field dynamic experiments of the verification device.

[0118] For example, see Figure 7 The present application provides an example diagram of the operating logic of a verification device for speed measurement and positioning of maglev trains.

[0119] like Figure 7 As shown in the figure, the operation logic and workflow of the verification device used for speed measurement and positioning of maglev trains are illustrated. It mainly consists of a host computer (PC), a chassis containing power modules and core modules, a coil module including transmitting and receiving coils, and a trackside figure-eight coil.

[0120] When the verification device used for speed measurement and positioning of maglev trains is in operation, the host computer sends control commands and configuration parameters to the core module of the chassis. The analog-to-digital converter within the core module generates a sinusoidal digital signal based on these commands and transmits it to the power module. The power module amplifies the signal, drives a series resonant circuit to generate a high-power signal, and sends it to the transmitting coil via the transmitting interface, completing the electromagnetic conversion of the signal and transmitting it.

[0121] The transmitted signal propagates in space and is modulated by the electromagnetic properties of the trackside figure-eight coil when it passes through it, forming a specific response field.

[0122] The receiving coil in the coil module captures the change in the magnetic field and converts it into an electrical signal, which is then returned to the receiving interface of the chassis via a cable. The core module then filters, amplifies, performs analog-to-digital conversion, and digital signal processing on the weak signal to calculate key physical quantities such as the position, velocity, and direction of the measured object.

[0123] The processing results are uploaded to the host computer via serial communication for further storage, analysis, and visualization. The entire system achieves a closed-loop detection function from signal excitation and magnetic field interaction to data acquisition and processing.

[0124] This application also provides a magnetic levitation train speed measurement and positioning experimental system, which includes an external transport platform, a trackside coil array, and a verification device as described in any of the foregoing embodiments.

[0125] The trackside coil array is arranged along the travel path of the external carrier platform, forming a predetermined spatial magnetic field distribution environment; the verification device is installed on the external carrier platform, and the coil module contained in the verification device is electromagnetically coupled to the trackside coil in the trackside coil array.

[0126] Specifically, in this embodiment, the external transport platform is preferably an experimental vehicle with track-driving capability, which provides a physical carrier for simulating the dynamic characteristics of train operation; the trackside coil array is a passive figure-eight coil sequence pre-laid on the test line, and its spatial period and geometric parameters represent the real line infrastructure conditions.

[0127] As the core sensing and processing unit of the system, the verification device is rigidly connected to the front and rear ends of the external carrier platform through a mechanical interface, enabling the coil module to pass over the trackside coil in a preset posture and spacing, thereby completing non-contact electromagnetic induction interaction during dynamic movement.

[0128] It is understood that although this embodiment uses an experimental trolley and an existing trackside coil array as examples, in other embodiments, the external transport platform can also be a modified engineering vehicle, a towing platform or other mobile carrier, and the trackside coil array can also be a coil group temporarily laid or with adjusted parameters for a specific experiment, as long as it can create an electromagnetic coupling environment with relative motion.

[0129] During the actual operation of this experimental system, a tight closed loop of signal and energy flow was formed among its components. The specific workflow is as follows:

[0130] First, the signal processing module at the rear-end mounting section generates an excitation signal of a specific frequency. After power amplification, this signal drives the transmitting coil in the front-end mounting section to radiate an alternating magnetic field into space. When the external carrier platform moves the verification device along the trackside coil array, the transmitting magnetic field and the trackside figure-eight coil undergo mutual inductive coupling, inducing eddy currents in the trackside coil and generating a secondary magnetic field. This secondary magnetic field acts in the opposite direction on the receiving coil of the verification device, inducing a voltage signal carrying position and speed information. Subsequently, the received signal is transmitted back to the signal processing module at the rear-end mounting section for filtering, amplification, analog-to-digital conversion, and digital calculation. Finally, real-time speed measurement and positioning results are obtained and uploaded to the host computer via the communication interface for visualization and data storage.

[0131] This process fully replicates the physical mechanism of speed measurement and positioning of superconducting maglev trains in actual operation, making the algorithm verification in the laboratory environment have engineering authenticity.

[0132] More importantly, the experimental system described in this embodiment effectively solves many pain points in traditional verification methods through the coordinated cooperation between its subsystems, and achieves a leap from static theory to dynamic engineering verification.

[0133] Specifically, during dynamic movement, the system fully utilizes the electromagnetic coupling boundary matching and dual-sided symmetrical redundancy layout features described in the second embodiment. Since the effective induction area of ​​the coil module is equivalent to that of the trackside coil, and the front and rear spacing strictly matches the preset multiple of the trackside space period, the induced voltage waveform acquired by the system in motion is highly consistent with the actual vehicle data in terms of amplitude, phase, and zero-crossing characteristics, fundamentally eliminating the scale effect distortion caused by the miniaturized model.

[0134] Meanwhile, the symmetrically arranged coil modules, combined with the internally symmetrical figure-eight loop structure, can cancel common-mode interference in real time through a differential mechanism when the vehicle experiences roll, yaw, or vertical vibration, ensuring the purity of speed measurement and positioning data and the effectiveness of algorithm robustness verification under complex dynamic conditions.

[0135] Furthermore, the system's dynamic stability and data reliability also benefit from the mechanical structural features supported by the aforementioned third and fourth embodiments. When the external carrier platform accelerates, brakes, or traverses curved sections, the counterweight module of the rear-end mounting unit utilizes the torque balance principle to precisely counteract the forward tilting torque generated by the large-size coil module at the front end, maintaining the overall center of gravity of the system within a safe and stable range. This avoids abnormal posture or even the risk of overturning due to imbalance of the center of gravity, ensuring the safety of high-speed dynamic testing.

[0136] Meanwhile, the bottom groove positioning and top flexible clamping assembly structure adopted inside the coil module effectively resists the broadband vibration and impact generated by the external carrier platform running on the track, preventing the coil assembly from shifting or loosening during long-term experiments, and ensuring the long-term consistency of electromagnetic coupling parameters and the repeatability of measurement data.

[0137] In summary, the maglev train speed measurement and positioning experimental system provided in this embodiment organically integrates a high-fidelity electromagnetic verification device with a dynamic transport platform and a real trackside environment, constructing a low-cost, high-confidence hardware-in-the-loop simulation test platform. It successfully fills the verification gap between pure theoretical algorithm research and expensive real vehicle testing, providing solid data support and safety verification means for the engineering application of superconducting maglev speed measurement and positioning technology.

[0138] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0139] It should also be noted that the device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. In addition, in the device embodiment drawings provided in this application, the connection relationship between modules indicates that they have a communication connection, which can be implemented as one or more communication buses or signal lines.

[0140] Through the above description of the embodiments, those skilled in the art can clearly understand that this application can be implemented by means of software plus necessary general-purpose hardware, or it can be implemented by special-purpose hardware including application-specific integrated circuits, special-purpose CPUs, special-purpose memory, special-purpose components, etc. Generally, any function performed by a computer program can be easily implemented by corresponding hardware, and the specific hardware structure used to implement the same function can also be diverse, such as analog circuits, digital circuits, or special-purpose circuits. However, for this application, software program implementation is more often the preferred implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a readable storage medium, such as a computer floppy disk, USB flash drive, mobile hard disk, ROM, RAM, magnetic disk, or optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, training equipment, or network device, etc.) to execute the methods described in the various embodiments of this application.

[0141] In the above embodiments, implementation can be achieved, in whole or in part, through software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented, in whole or in part, as a computer program product.

Claims

1. A verification device for speed measurement and positioning of maglev trains, characterized in that, include: The front-end mounting unit is installed on the front side of the external transport platform. The front-end mounting unit includes multiple coil modules. The electromagnetic coupling boundary of the coil modules matches the electromagnetic coupling boundary of the trackside coils. The multiple coil modules are symmetrically arranged on the left and right sides of the external transport platform in the direction of travel. The rear-end mounting unit is installed on the rear side of the external transport platform. The rear-end mounting unit includes a signal processing module and a counterweight module. The counterweight module is used to balance the weight of the front-end mounting unit to maintain the overall center of gravity of the external transport platform.

2. The verification device for speed measurement and positioning of maglev trains according to claim 1, characterized in that, The front-end mounting part includes a front bracket, and multiple coil modules are symmetrically distributed in the four positions of the front bracket: left front, left rear, right front, and right rear.

3. The verification device for speed measurement and positioning of maglev trains according to claim 2, characterized in that, The coil module includes a transmitting coil and a receiving coil. The receiving coil is divided into two groups, upper and lower, and each group is an 8-shaped coil circuit. The two groups of 8-shaped coil circuits are arranged symmetrically in the upper and lower positions.

4. The verification device for speed measurement and positioning of maglev trains according to claim 1, characterized in that, The rear mounting part includes a rear support, which adopts a cantilever design. The counterweight module is located in the middle groove area of ​​the rear support and its position is adjustable.

5. The verification device for speed measurement and positioning of maglev trains according to claim 4, characterized in that, The front-end mounting part includes a front bracket, which adopts a double-layer frame structure, and the coil modules on each side share the same long mounting beam.

6. The verification device for speed measurement and positioning of maglev trains according to claim 3, characterized in that, The coil module also includes a coil mounting plate with grooves for positioning the bottom ends of the transmitting coil and the receiving coil, and the top ends of the transmitting coil and the receiving coil are fixed by clamping members.

7. The verification device for speed measurement and positioning of maglev trains according to claim 5, characterized in that, The front bracket also includes a short crossbeam and a connecting plate. The short crossbeam is used for auxiliary positioning to ensure the front-to-back spacing, and the connecting plate is used to adjust the left-to-right spacing.

8. The verification device for speed measurement and positioning of maglev trains according to claim 4, characterized in that, The rear mounting section also includes a chassis module, which has a heat dissipation hole array on the top, bottom and sides, and the board insertion and removal assistance adopts a combination of a single-sided removal aid and a non-removable screw.

9. The verification device for speed measurement and positioning of maglev trains according to claim 1, characterized in that, The area of ​​the electromagnetic coupling boundary of the coil module is equivalent to the area of ​​the electromagnetic coupling boundary of the trackside coil, and the spacing between adjacent coil modules is a preset multiple of the spatial period of the trackside coil.

10. A magnetic levitation train speed measurement and positioning experimental system, characterized in that, include: External transport platform; A trackside coil array is arranged along the travel path of the external transport platform; The verification device for speed measurement and positioning of maglev trains as described in any one of claims 1 to 9 is installed on the external transport platform, and the coil module included in the verification device is electromagnetically coupled to the trackside coil in the trackside coil array.

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