Methods and systems for measuring the wheelbase of trains.

TH124144BActive Publication Date: 2026-08-25นูคเทค คัมปะนี ลิมิเต็ด +1

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Patent Information

Application Number: TH1901007518
Authority / Receiving Office: TH · TH
Patent Type: Patents
Current Assignee / Owner
Priority Date: 2019-05-31
Filing Date: 2019-05-31
Publication Date: 2026-08-25
Estimated Expiration: 2039-05-30

AI Technical Summary

Technical Problem

In the existing technology, manual measurement is difficult to apply to the wheelbase measurement of moving trains. The sensor-based method requires sensors to be installed on the rails, and the measurement results are easily affected by factors such as the distance between the wheel and the sensor and vehicle speed, resulting in insufficient adaptability.

Method used

Non-contact sensors installed on the outside of the train track are used to calculate the moving speed and time interval of the train wheels through the sensing data, and then calculate the wheelbase to improve adaptability.

Benefits of technology

It achieves accurate measurement of wheelbase of moving trains, reduces the influence of factors, is suitable for low-speed trains, and improves detection adaptability.

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Abstract

Disclosed are a train wheelbase detection method and system. The method comprises: determining, according to sensing data of at least two non-contact sensors arranged on an outer side of a train track, whether a train wheel is currently passing through the at least two non-contact sensors; and when it is determined that a train wheel is currently passing through the at least two non-contact sensors, calculating a movement speed of the train wheel according to the sensing data of the at least two non-contact sensors, calculating a first time interval when adjacent train wheels pass through the same non-contact sensor in the at least two non-contact sensors, and calculating the wheelbase of the adjacent train wheels according to the movement speed and the first time interval. The method and system can improve the adaptability of train wheel wheelbase detection.

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Description

Train wheelbase detection method and system

[0001] Cross-reference to related applications

[0002] This application is based on and claims priority to CN application number 201810756122.1 filed on July 11, 2018, the disclosure of which is incorporated herein by reference in its entirety. Technical Field

[0003] This disclosure relates to a method and system for detecting train wheelbase. Background Technology

[0004] In the field of railway data measurement technology, the wheel axle distance of a train on a certain railway section can be measured, and the train information can be obtained by analyzing the measurement data, so as to provide the railway department with the necessary train data information.

[0005] In related technologies, methods for measuring train wheel track width include: manually measuring the distance between two sets of train wheels using customized measuring tools. This method is mainly suitable for trains in a stationary state. Another type of train wheel track width measurement method includes: sensor-based wheel track width measurement for moving trains. This method uses sensors installed on the rails to measure signals as the wheels pass, and then calculates the wheel track width.

[0006] Summary of the Invention

[0007] The inventors discovered through research that manual measurement methods in related technologies are difficult to apply to the measurement of wheel axle distance of moving trains, while sensor-based measurement methods require the installation of sensors on the rails, and the measurement results are easily affected by factors such as the distance between the wheel and the sensor and the speed of the train, and also have certain adaptability problems.

[0008] In view of this, the present disclosure provides a train wheelbase detection method and system, which can improve the adaptability of train wheelbase detection.

[0009] In one aspect of this disclosure, a method for detecting train wheelbase is provided, comprising:

[0010] Based on the sensing data from at least two non-contact sensors located on the outside of the train track and arranged at intervals along the train track, it is determined whether a train wheel is currently passing over the at least two non-contact sensors.

[0011] When it is determined that a train wheel is passing the at least two non-contact sensors, the moving speed of the train wheel is calculated based on the sensing data of the at least two non-contact sensors, and the first time interval between adjacent train wheels passing the same non-contact sensor among the at least two non-contact sensors is calculated.

[0012] The wheelbase of the adjacent train wheels is calculated based on the moving speed and the first time interval.

[0013] In some embodiments, the determination step includes:

[0014] The distance values of the train wheels currently sensed by the at least two non-contact sensors are compared with preset distance threshold ranges respectively;

[0015] If all the distance values are within the distance threshold range, it is determined that a train wheel is currently passing by the at least two non-contact sensors.

[0016] In some embodiments, the step of calculating the moving speed includes:

[0017] Based on the time when the train wheel passes each of the at least two non-contact sensors, calculate the second time interval when the train wheel passes each non-contact sensor;

[0018] The speed of the train wheels is determined based on the second time interval and the set distance between each non-contact sensor.

[0019] In some embodiments, the step of determining the moving speed includes:

[0020] Multiple reference moving speeds are calculated based on the second time interval between any two non-contact sensors passing the train wheels;

[0021] The arithmetic mean of the multiple reference moving speeds is obtained by averaging the reference moving speeds.

[0022] The arithmetic mean of the reference moving speeds is taken as the moving speed of the train wheels.

[0023] In some embodiments, the step of calculating the first time interval includes:

[0024] The first time interval is determined based on the time when the adjacent train wheels pass through the same non-contact sensor among the at least two non-contact sensors.

[0025] In some embodiments, the step of determining the first time interval includes:

[0026] The arithmetic mean of the reference time intervals is obtained by averaging the reference time intervals when the adjacent train wheels pass each non-contact sensor.

[0027] The arithmetic mean of the reference time intervals is used as the first time interval.

[0028] In some embodiments, the non-contact sensor includes a photoelectric sensor.

[0029] In some embodiments, the photoelectric sensor includes a laser rangefinder.

[0030] In some embodiments, the at least two non-contact sensors are located on the same side of the train track.

[0031] In another aspect of this disclosure, a train wheelbase detection system is provided, comprising:

[0032] At least two non-contact sensors are disposed on the outside of the train track and arranged at intervals along the train track for sensing the train wheels running on the train track;

[0033] The judgment unit is used to determine whether a train wheel is currently passing by the at least two non-contact sensors based on the sensing data of the at least two non-contact sensors.

[0034] A first calculation unit is configured to calculate the speed of the train wheel based on the sensing data from the at least two non-contact sensors when the determination unit determines that a train wheel is currently passing the at least two non-contact sensors; and

[0035] The second calculation unit is used to calculate the first time interval between adjacent train wheels passing the same non-contact sensor among the at least two non-contact sensors, and to calculate the wheelbase of the adjacent train wheels based on the moving speed and the first time interval.

[0036] In some embodiments, the at least two non-contact sensors are located on the same side of the train track.

[0037] In some embodiments, the non-contact sensor includes a photoelectric sensor.

[0038] In some embodiments, the photoelectric sensor includes a laser rangefinder, wherein the intersection of the laser beam path of the laser rangefinder with the vertical plane on which the train track is located is within the range of the height from the upper surface of the train track to the train wheel.

[0039] In some embodiments, the laser beam path is perpendicular to the train track.

[0040] In some embodiments, it also includes:

[0041] Mounting bases are installed at preset intervals on the outside of the train track;

[0042] The at least two non-contact sensors are spaced apart on the mounting base along the extension direction of the train track.

[0043] In some embodiments, the line connecting two of the at least two non-contact sensors is parallel to the train track.

[0044] In some embodiments, the at least two non-contact sensors are connected by collinear lines and are parallel to the train track.

[0045] In some embodiments, the locations of the at least two non-contact sensors are either at the same distance from the train track or at different distances from the train track, and each corresponds to a different distance threshold range.

[0046] In some embodiments, the at least two non-contact sensors are disposed on the outer side of at least two train tracks in the same direction, and the distance values of the train wheels running on the at least two train tracks sensed by the at least two non-contact sensors correspond to different distance threshold ranges.

[0047] In another aspect of this disclosure, a train wheelbase detection system is provided, comprising:

[0048] Memory; and

[0049] A processor coupled to the memory is configured to execute the aforementioned train wheelbase detection method based on instructions stored in the memory.

[0050] In another aspect of this disclosure, a computer-readable storage medium is provided having a computer program stored thereon that, when executed by a processor, implements the aforementioned train wheelbase detection method.

[0051] Therefore, according to the embodiments of this disclosure, train wheels are sensed by non-contact sensors located on the outside of the train track and arranged at intervals along the track. The moving speed is calculated based on the sensed data, and then the time interval between adjacent train wheels passing the non-contact sensors is calculated. The wheelbase is further calculated based on the moving speed and the time interval. This wheelbase detection method not only enables the measurement of the wheelbase of a moving train but also reduces the influence of other factors, thus improving the adaptability of train wheelbase detection. Attached Figure Description

[0052] The accompanying drawings, which form part of this specification, illustrate embodiments of this disclosure and, together with the specification, serve to explain the principles of this disclosure.

[0053] This disclosure will become clearer with reference to the accompanying drawings and the following detailed description, wherein:

[0054] Figure 1 is a block diagram of some embodiments of the train wheelbase detection system according to the present disclosure.

[0055] Figure 2 is a schematic diagram of a detection scenario according to some embodiments of the train wheelbase detection system of the present disclosure;

[0056] Figure 3 is a schematic diagram of the laser ranging sensor setup in the embodiment of Figure 2.

[0057] Figure 4 is a schematic diagram of determining the passage of the wheel in the embodiment of Figure 2.

[0058] Figure 5 is a flowchart illustrating some embodiments of the train wheelbase detection method according to the present disclosure.

[0059] Figure 6 is a block diagram of some other embodiments of the train wheelbase detection system according to the present disclosure.

[0060] It should be understood that the dimensions of the various parts shown in the accompanying drawings are not drawn to actual scale. Furthermore, the same or similar reference numerals denote the same or similar components. Detailed Implementation

[0061] Various exemplary embodiments of the present disclosure will now be described in detail with reference to the accompanying drawings. The descriptions of the exemplary embodiments are merely illustrative and are in no way intended to limit the present disclosure or its application or use. The present disclosure may be implemented in many different forms and is not limited to the embodiments described herein. These embodiments are provided so that the present disclosure will be thorough and complete, and will fully express the scope of the disclosure to those skilled in the art. It should be noted that, unless specifically stated otherwise, the relative arrangement, numerical expressions, and values of components and steps set forth in these embodiments should be interpreted as merely exemplary and not as limiting.

[0062] The terms "first," "second," and similar words used in this disclosure do not indicate any order, quantity, or importance, but are merely used to distinguish different parts. Words such as "including" or "contains" mean that the element preceding the word encompasses the element listed after it, and do not exclude the possibility of encompassing other elements as well. Terms such as "above," "below," "left," and "right" are used only to indicate relative positional relationships; when the absolute position of the described object changes, this relative positional relationship may also change accordingly.

[0063] In this disclosure, when a specific device is described as being located between a first device and a second device, an intermediary device may or may not be present between the specific device and the first or second device. When a specific device is described as being connected to other devices, the specific device may be directly connected to the other devices without an intermediary device, or it may be not directly connected to the other devices but have an intermediary device.

[0064] All terms used in this disclosure (including technical or scientific terms) have the same meaning as understood by one of ordinary skill in the art to which this disclosure pertains, unless otherwise specifically defined. It should also be understood that terms defined in a general dictionary, such as a dictionary, should be interpreted as having a meaning consistent with their meaning in the context of the relevant art, and not as having an idealized or highly formalized meaning, unless expressly defined herein.

[0065] Techniques, methods, and equipment known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and equipment should be considered part of the specification.

[0066] In some related technologies, sensors mounted on the rails are used to measure the signal as the wheels pass by, thereby calculating the wheelbase. However, due to wear on the train wheels or manufacturing errors, the perpendicular distance between the train wheel and the sensor on the rail may not remain consistent, resulting in differences in the signals received by the sensor and thus affecting the wheelbase detection results. On the other hand, when the train speed is low, the signal received by the sensor is too weak to be detected, making it unsuitable for wheelbase detection of low-speed trains.

[0067] In view of this, the present disclosure provides a train wheelbase detection method and system, which can improve the adaptability of train wheelbase detection.

[0068] Figure 1 is a block diagram of some embodiments of the train wheelbase detection system according to the present disclosure. Referring to Figure 1, in some embodiments, the train wheelbase detection system includes: at least two non-contact sensors A, B, and C, a judgment unit 30, a first calculation unit 40, and a second calculation unit 50. The at least two non-contact sensors A, B, and C are disposed on the outer side of the train track and arranged at intervals along the train track for sensing train wheels running on the train track. In this embodiment, by using at least two non-contact sensors, the judgment of wheel passage and the calculation of wheel passage time intervals can be performed based on the signals sensed by each of the different non-contact sensors. Non-contact sensors can sense the object being measured without contacting it, for example, by measuring specific parameters of the object based on principles such as light, sound, magnetism, or radiation. Using non-contact sensors to sense train wheels running on the train track can detect trains in motion while reducing the adverse effects of wheel wear or manufacturing errors on the measurement results in related technologies; furthermore, it can also realize wheelbase detection for low-speed trains, thus offering better adaptability to different detection scenarios.

[0069] In some embodiments, at least two non-contact sensors are located on the same side of the train track. These at least two non-contact sensors are capable of sensing the train wheels on the side of the train adjacent to the non-contact sensors, thereby facilitating sensor placement and standardizing the distance sensing reference. In other embodiments, at least two non-contact sensors may also be located on opposite sides of the train track (excluding the inner side of the train track—located between the two rails). The non-contact sensors on both sides can use the train wheels at both ends of the same axle as sensing references, respectively.

[0070] In some embodiments, a sensor may employ photoelectric elements as the detection element; that is, a non-contact sensor includes a photoelectric sensor, which converts the sensed light signal into an electrical signal for output using photoelectric elements. Furthermore, the photoelectric sensor may include a laser rangefinder capable of distance measurement, which can be installed only on one side of the train track as needed, and due to its concentrated light characteristics, it can achieve measurements over long distances and eliminate the adverse effects of external light conditions on the measurement results. In other embodiments, the photoelectric sensor may also include a photoelectric through-beam sensor, etc.

[0071] In a system with three or more non-contact sensors, some of the non-contact sensors can be set up as redundant non-contact sensors. In the event of a failure, they can be switched with the faulty non-contact sensor to ensure continuous detection.

[0072] In this embodiment, the determination unit 30 is used to determine whether a train wheel is currently passing through the at least two non-contact sensors based on the sensing data of the at least two non-contact sensors. Determining whether a train wheel has passed based on the sensing data of at least two non-contact sensors can avoid detection errors caused by certain special circumstances. For example, when another object briefly enters the sensing range of a non-contact sensor, or when a non-contact sensor itself malfunctions or fails, the sensing data from multiple non-contact sensors often differs from the regularity of a train wheel passing through each non-contact sensor sequentially, thus effectively eliminating situations where a train wheel has not passed.

[0073] For distance-measuring non-contact sensors, the determination unit 30 can compare the distance values of the train wheels currently sensed by at least two non-contact sensors with preset distance threshold ranges during the determination process. When the distance values sensed by each non-contact sensor are within the distance threshold range, it can be determined that a train wheel has passed by the at least two non-contact sensors. The distance threshold range can be predetermined based on the actual distance between the non-contact sensors and the train wheels entering the sensing range of the non-contact sensors.

[0074] In some embodiments, for ease of calculation, the locations of at least two non-contact sensors can be made equidistant from the train track, ensuring that the distances from each non-contact sensor to the train wheels are also the same, thus allowing for the setting of a uniform distance threshold range. In other embodiments, some or all of the at least two non-contact sensors can be positioned at different distances from the train track, corresponding to different distance threshold ranges for the non-contact sensors at different distances.

[0075] Furthermore, the use of at least two non-contact sensors is not limited to detecting train wheels traveling on a single track (including two rails), but can also be applied to detecting train wheels traveling on multiple tracks. When a train is passing on one of several parallel tracks, the train wheels traveling on that track can be sensed using at least two non-contact sensors. Correspondingly, the distance values sensed by the non-contact sensors correspond to different distance threshold ranges for train wheels traveling on different tracks. For example, the distance threshold range is relatively smaller for the track closer to the non-contact sensor, while it is relatively larger for the track farther away from the sensor.

[0076] When the determination unit 30 determines that a train wheel is currently passing through the at least two non-contact sensors, the first calculation unit 40 calculates the moving speed of the train wheel based on the sensing data of the at least two non-contact sensors. Specifically, the first calculation unit can first calculate a second time interval between the train wheel passing through each of the at least two non-contact sensors based on the time when the train wheel passes through each of the at least two non-contact sensors.

[0077] For example, if the times when a train wheel passes three non-contact sensors, T1, T2, and T3, can be determined based on the sensing data from the non-contact sensors, then the time interval T between the train wheel passing the first two non-contact sensors can be further calculated. 12 =T2-T1, where T is the time interval between the two non-contact sensors. 23 =T3-T2. The time interval T between the train wheels passing the first and last non-contact sensors can also be calculated as needed. 13 =T3-T1.

[0078] Since the installation distance between each sensor has been determined when the non-contact sensors are installed, the first calculation unit 40 can calculate the moving speed of the train wheels based on the calculated second time interval and the installation distance between each non-contact sensor.

[0079] When calculating the speed of a train wheel, a second time interval T can be selected when the train wheel passes through two non-contact sensors m and n. mn and the corresponding set distance L mn Calculations are performed. Assuming the line connecting the two non-contact sensors is parallel to the train track, the speed of the train wheels, v = L, can be calculated. mn / T mn .

[0080] To increase the reliability of the moving speed calculation, the calculation may further include: averaging the reference moving speeds calculated based on the second time interval between each pair of non-contact sensors and the passing of the train wheel, and using the arithmetic mean of the calculated reference moving speeds as the moving speed of the train wheel. For example, if the second time interval between each pair of three non-contact sensors is determined to be T... 12 T 23 and T 13 And the corresponding non-contact sensor setting distances are L 12 L 23 and L 13When determining the movement speed, three reference movement speeds can be calculated, namely v. 12 v 23 and v 13 Then, the arithmetic mean of the various reference moving speeds is calculated and provided to the second calculation unit 50 as the moving speed used when calculating the wheelbase, i.e., v = (v 12 +v 23 +v 13 ) / 3.

[0081] The second calculation unit 50 is used to calculate the first time interval between adjacent train wheels passing the same non-contact sensor among the at least two non-contact sensors, and to calculate the wheelbase of the adjacent train wheels based on the moving speed and the first time interval. When calculating the first time interval, a specific non-contact sensor can be selected to sense two moments T corresponding to the passing of two adjacent train wheels. a and T b Based on these two moments T a and T b The time interval T between two adjacent wheels passing by the non-contact sensor can be calculated. ab =T b -T a The second calculation unit 50 calculates the time interval T. ab Given the moving speed v determined by the first calculation module 40, the wheelbase W = v * T between two adjacent train wheels can be calculated. ab .

[0082] To increase the reliability of wheelbase calculation, the calculation of the first time interval may further include: averaging the reference time intervals at which adjacent train wheels pass each non-contact sensor, and using the calculated arithmetic mean of the reference time intervals as the first time interval. For example, when determining the time T is the first time when one of two adjacent train wheels passes the three non-contact sensors A, B, and C... Aa T Ba and T Ca The second time the sensor passes through the three non-contact sensors A, B, and C is T. Ab T Bb and T Cb Furthermore, the reference time intervals T when two adjacent train wheels pass over each non-contact sensor A, B, and C can be calculated separately. A T B and T C Then, calculate the arithmetic mean T = (T... A +T B +T C) / 3, and use it as the first time interval when calculating the wheelbase.

[0083] Figure 2 is a schematic diagram of a detection scenario according to some embodiments of the train wheelbase detection system of this disclosure. Figure 3 is a schematic diagram of the laser ranging sensor setup in the embodiment of Figure 2. Figure 4 is a schematic diagram of determining wheel passage in the embodiment of Figure 2. Referring to Figures 2-4, in some embodiments, multiple non-contact sensors A, B, and C are arranged at intervals along the outside of the train track 1, maintaining a preset distance from the train track 1. Multiple non-contact sensors A, B, and C are located on the same side of the train track 1. This non-contact sensor is a laser ranging sensor. This non-contact sensor can emit laser pulses at a specific target using a laser diode. After the laser is reflected by the target, it is scattered in all directions, and some of the scattered light is received by the receiver of the laser ranging sensor. The distance D from the target to the laser ranging sensor can be calculated based on the laser emission and reception times. A D B D C When applied to this embodiment, the laser rangefinder sensor can measure whether the distance to a train wheel entering its sensing range is within a preset threshold range [D]. min D max The laser ranging sensor is used to determine whether any train wheels have passed by it.

[0084] When multiple laser rangefinders are installed, the laser emitters of each sensor can be pointed towards the train track. To effectively detect train wheels, the intersection of the emitted laser path 4 of the laser rangefinder with the vertical plane containing the train track 1 (i.e., a track within the train track 1, such as the track adjacent to the laser rangefinder, located on a plane perpendicular to the horizontal plane) can be within the range from the upper surface of the train track 1 to the height of the train wheel 3. In other words, this ensures that when the train wheel 3 passes through the section of track where laser rangefinders are installed, it can sequentially pass through the sensing range of each laser rangefinder.

[0085] Each axle of a train typically has at least two wheels. When two wheels on the same axle are detected by a laser rangefinder at different times, it can increase the difficulty of detection and calculation. Therefore, in some embodiments, the laser beam emitted by the laser rangefinder is perpendicular to the train track, so that the laser rangefinder only detects the wheel on the side adjacent to the laser rangefinder. Of course, in other embodiments, the laser beam emitted by the laser rangefinder may not be perpendicular to the train track based on other factors.

[0086] Referring to Figures 2 and 3, in some embodiments, the train wheelbase detection system may further include a mounting base 2. The mounting base 2 is positioned at a predetermined interval outside the train track, specifically at a predetermined interval D outside the train track 1. At least two non-contact sensors may be spaced apart on the mounting base 2 along the extension direction of the train track 1. For example, in Figure 3, non-contact sensors A, B, and C are spaced apart from left to right on the mounting base 2. The spacing between the installed non-contact sensors A, B, and C is L. 12 L 23 and L 13 For ease of calculation, the spacing L between adjacent non-contact sensors can be set. 12 L 23 equal.

[0087] Furthermore, in the embodiment shown in Figure 3, two of the at least two non-contact sensors connected by a line can be positioned parallel to the train track. Even further, the connections between the at least two non-contact sensors can be collinear and parallel to the train track. This ensures that the distances between the at least two non-contact sensors and the train track are the same, and that the same distance threshold range is used.

[0088] In other embodiments, the connection between the non-contact sensors may not be parallel to the train track. Accordingly, when calculating the speed of the train wheels, the distance the train wheels travel when passing the two non-contact sensors is determined by the projection of the connection between the two non-contact sensors onto the train track. Furthermore, the distances between the at least two non-contact sensors and the train track vary, each corresponding to a different distance threshold range.

[0089] In some embodiments, at least two non-contact sensors may be positioned on the outer side of at least two train tracks in the same direction. For distance-measuring non-contact sensors, at least two non-contact sensors can detect the wheelbase of a train operating on more than two train tracks. Accordingly, the distances of the at least two non-contact sensors to different train tracks are different, and the distance values of the train wheels operating on the at least two train tracks sensed by the at least two non-contact sensors respectively correspond to different distance threshold ranges.

[0090] Taking laser rangefinders as an example, for the train track closer to the laser rangefinder, the distance threshold range corresponding to the distance values of the train wheels sensed by at least two laser rangefinders is relatively small. Conversely, for the train track farther from the laser rangefinder, the distance threshold range corresponding to the distance values of the train wheels sensed by at least two laser rangefinders is relatively large. In other words, the distance values of the train wheels running on the at least two train tracks sensed by the laser rangefinders correspond to different distance threshold ranges.

[0091] Referring to the aforementioned train wheelbase detection system, this disclosure also provides several embodiments of a train wheelbase detection method. Figure 5 is a flowchart illustrating some embodiments of the train wheelbase detection method according to this disclosure. Referring to Figure 5, in some embodiments, the train wheelbase detection method includes steps 100-400. In step 100, based on sensing data from at least two non-contact sensors disposed on the outside of the train track and spaced apart along the train track, it is determined whether a train wheel is currently passing the at least two non-contact sensors. For distance-measurable non-contact sensors, the distance values of the train wheel currently sensed by the at least two non-contact sensors can be compared with preset distance threshold ranges. When all distance values are within the distance threshold range, it is determined that a train wheel is currently passing the at least two non-contact sensors.

[0092] In step 200, when it is determined that a train wheel is passing over the at least two non-contact sensors, the moving speed of the train wheel is calculated based on the sensing data from the at least two non-contact sensors. Specifically, a second time interval for the train wheel to pass over each of the at least two non-contact sensors can be calculated based on the time when the train wheel passes over each non-contact sensor. Then, the moving speed of the train wheel is determined based on the second time interval and the set distance between the non-contact sensors.

[0093] Further, the step of determining the moving speed may include: calculating multiple reference moving speeds based on the second time interval between any two non-contact sensors, arithmetically averaging the multiple reference moving speeds to obtain an arithmetic mean of the reference moving speeds. Then, the arithmetic mean of the reference moving speeds is used as the moving speed of the train wheels.

[0094] In step 300, a first time interval is calculated when adjacent train wheels pass through the same non-contact sensor among the at least two non-contact sensors. Specifically, the first time interval can be determined based on the times when adjacent train wheels pass through the same non-contact sensor among the at least two non-contact sensors. Further, the step of determining the first time interval may include: averaging the reference time intervals when adjacent train wheels pass through each non-contact sensor to obtain the arithmetic mean of the reference time intervals. Then, the arithmetic mean of the reference time intervals is used as the first time interval.

[0095] In step 400, the wheelbase of the adjacent train wheels is calculated based on the moving speed and the first time interval. The above steps can be performed by a local server or remote service platform communicating with one or more non-contact sensors. The distance threshold range can be pre-stored on the local server or remote service platform.

[0096] Figure 6 is a block diagram of some other embodiments of the train wheelbase detection system according to the present disclosure. Referring to Figure 6, in some embodiments, the train wheelbase detection system includes a memory 60 and a processor 70 coupled to the memory. The processor 70 is configured to execute embodiments of any of the foregoing train wheelbase detection methods based on instructions stored in the memory 60.

[0097] This disclosure also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements an embodiment of any of the aforementioned train wheelbase detection methods.

[0098] This specification describes multiple embodiments in a progressive manner, with each embodiment having a different focus. Similar or identical parts between embodiments can be referred to interchangeably. For method embodiments, since their overall structure and involved steps correspond to the content in system embodiments, the description is relatively simple; relevant parts can be referred to in the descriptions of the system embodiments.

[0099] The embodiments of this disclosure have now been described in detail. To avoid obscuring the concept of this disclosure, some details known in the art have not been described. Those skilled in the art can fully understand how to implement the technical solutions disclosed herein based on the above description.

[0100] While specific embodiments of this disclosure have been described in detail by way of examples, those skilled in the art should understand that the examples are for illustrative purposes only and not intended to limit the scope of this disclosure. Those skilled in the art should understand that modifications can be made to the above embodiments or equivalent substitutions can be made to some technical features without departing from the scope and spirit of this disclosure. The scope of this disclosure is defined by the appended claims.

Claims

------14 / 02 / 2563------(OCR)1. A method for measuring the wheel span length of a train, which involves determining whether a train wheel is currently moving past at least two contactless sensors based on sensing data from at least two contactless sensors arranged on the outside of the railway track at various intervals along the track; calculating the speed of the train wheel's movement based on sensing data from at least two contactless sensors; and calculating the first moment of an adjacent train wheel moving past the same contactless sensor. The at least two contactless sensors respond to the determination that a train wheel is currently moving past at least two contactless sensors, and the wheel span length of an adjacent train wheel is calculated based on its speed and the first moment.2.

1. The method for measuring the wheel span length of a train under Claim 1, where the decision procedure includes comparing the distance values of the train wheel sequentially perceived by at least two current non-contact sensors with the threshold of a predetermined distance, and the decision determines that the train wheel is moving past at least two current non-contact sensors when the distance value is within the threshold of the total distance.

2. The method for measuring the wheel span length of a train under Claim 1, where the speed calculation procedure includes calculating the second time interval of the train wheel moving past the non-contact sensors at various times as the train wheel passes each of at least two non-contact sensors sequentially, and the decision determines the speed of the train wheel at the second time interval and the distance between the non-contact sensors. 3.The method for measuring the wheel span length of a train under claim 3, where the determination procedure for the speed of movement includes calculating a reference speed greater than one at different times when the train wheel passes any two non-contact sensors, performing an arithmetic mean calculation on the reference speed greater than one to obtain the arithmetic mean of the reference speeds, and using the arithmetic mean of the reference speeds as the speed of movement of the train wheel.

5. The method for measuring the wheel span length of a train under claim 3, where the calculation procedure for the first time includes determining the first time at different times when adjacent train wheels pass the same non-contact sensor of at least two non-contact sensors in sequence. 6.

7. A method for measuring the span length of a train according to claim 1, where the decision procedure for determining the first period includes performing an arithmetic mean calculation on the reference intervals of adjacent train wheels passing each non-contact sensor to obtain the arithmetic mean of the reference intervals, and using the arithmetic mean of the reference intervals as the first period.

8. A method for measuring the span length of a train according to claim 7, where the non-contact sensors include optical sensors.

9. A method for measuring the span length of a train according to claim 7, where the optical sensors include laser rangefinders.

10. A method for measuring the span length of a train according to claims 1-8, where at least two non-contact sensors are located on the same side of the railway.A railway wheel span length measurement system comprising at least two contactless sensors arranged on the outside of the railway track at various intervals along the track and configured to recognize train wheels running on the track; a decision unit configured to determine whether a train wheel is currently passing through at least two contactless sensors based on recognition data from at least two contactless sensors; a first computing unit configured to calculate the speed of the train wheel's movement based on recognition data from at least two contactless sensors once the decision unit determines that a train wheel is currently passing through at least two contactless sensors; and a second computing unit configured to calculate the first moment of an adjacent train wheel passing through the same contactless sensor of at least two contactless sensors and calculate the wheel span length of the adjacent train wheel based on its speed and the first moment.

11. A railway wheel span length measurement system under claim 10 where at least two contactless sensors are located on the same side of the railway track.12.A railway wheel length measurement system under claim 11 where the non-contact sensors are integrated with an electro-optical sensor.

13. A railway wheel length measurement system under claim 12 where the electro-optical sensors are integrated with a laser rangefinder sensor and the intersection of the laser beam path of the laser rangefinder sensor and the vertical plane on which the railway is situated is within the range from the top surface of the railway to the height of the railway wheel.

14. A railway wheel length measurement system under claim 13 where the laser beam path is perpendicular to the railway.

15. A railway wheel length measurement system under any of claims 10-14 which is further integrated with mounting bases arranged on the outside of the railway at predetermined distances where at least two non-contact sensors are arranged on the mounting bases at different intervals along the extension direction of the railway.

16. A railway wheel length measurement system under claim 15 where the connecting wires of two non-contact sensors of at least two non-contact sensors are parallel to the railway.17.A railway wheel length measurement system under claim 16 where the connecting wires of at least two non-contact sensors are in a straight line and parallel to the railway track.

18. A railway wheel length measurement system under one of claims 10-14 where at least two non-contact sensors are positioned at the same distance from the railway track or at different distances from the railway track and correspond to different threshold changes, respectively.

19. A railway wheel length measurement system under one of claims 10-14 where at least two non-contact sensors are arranged on the outside of the railway track in at least two directions in the same direction and the distance values of the railway wheels running on the railway track that are perceived by at least two non-contact sensors, respectively, correspond to different threshold changes.

20. A railway wheel length measurement system comprising a memory unit and a processor connected to the memory unit where the processor is programmed to perform one of the railway wheel length measurement methods under claims 1-9 according to instructions stored in memory. 21.A computer-readable storage medium on which a computer program is stored, and which, when executed by the program processor, applies one of the methods for measuring the wheel span of a train according to claims 1-9.------------1. A method for measuring the wheel span of a train which includes the determination of whether a train wheel is currently moving past at least two non-contact sensors based on sensing data from at least two non-contact sensors arranged on the outside of the railway track and arranged at different intervals along the railway track; the calculation of the speed of movement of the train wheel based on sensing data from at least two non-contact sensors; and the calculation of the first moment of an adjacent train wheel moving past the same non-contact sensor of at least two non-contact sensors in response to the determination of whether a train wheel is currently moving past at least two non-contact sensors; and the calculation of the wheel span length of an adjacent train wheel based on the speed of movement and the first moment.2.

1. The method for measuring the wheel span length of a train under Claim 1, where the decision procedure includes comparing the distance values of the train wheel sequentially perceived by at least two current non-contact sensors with the threshold of a predetermined distance, and the decision determines that the train wheel is moving past at least two current non-contact sensors when the distance value is within the threshold of the total distance.

3. The method for measuring the wheel span length of a train under Claim 1, where the speed calculation procedure includes calculating the second time interval of the train wheel moving past the non-contact sensors at various times as the train wheel passes each of at least two non-contact sensors sequentially, and the decision determines the speed of the train wheel at the second time interval and the distance between the non-contact sensors. 4.The method for measuring the wheel span length of a train under claim 3, where the speed determination procedure includes calculating a reference speed at various times when an adjacent train wheel passes any two non-contact sensors, performing an arithmetic mean calculation on a reference speed to obtain the arithmetic mean of the reference speed, and using the arithmetic mean of the reference speed as the speed of the train wheel.

5. The method for measuring the wheel span length of a train under claim 3, where the first time calculation procedure includes determining the first time at various times when an adjacent train wheel passes the same non-contact sensor of at least two non-contact sensors, respectively. 6.

7. The method for measuring the wheel span length of a train under Claim 1 where the decision procedure for determining the first period includes performing an arithmetic mean calculation on the reference intervals of adjacent train wheels passing each non-contact sensor to obtain the arithmetic mean of the reference intervals, and using the arithmetic mean of the reference intervals as the first period.

8. The method for measuring the wheel span length of a train under Claim 7 where the non-contact sensors include an electro-optical sensor.

9. The method for measuring the wheel span length of a train under Claim 7 where the electro-optical sensors include a laser rangefinder sensor.

10. Any one of the methods for measuring the wheel span length of a train under Claim 1-8 where at least two non-contact sensors are located on the same side of the railway track.A railway wheel span length measurement system comprising at least two contactless sensors arranged on the outside of the railway track at various intervals along the track and configured to recognize train wheels running on the track; a decision unit configured to determine whether a train wheel is currently passing through at least two contactless sensors based on recognition data from at least two contactless sensors; a first computing unit configured to calculate the speed of the train wheel's movement based on recognition data from at least two contactless sensors once the decision unit determines that a train wheel is currently passing through at least two contactless sensors; and a second computing unit configured to calculate the first moment of an adjacent train wheel passing through the same contactless sensor of at least two contactless sensors and calculate the wheel span length of the adjacent train wheel based on its speed and the first moment.