Train Speed Cross-Validation Using Dual Non-Contact Sensors
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Solution Overview
Problem
Existing train speed control systems face challenges in determining accurate control speeds when rotary speed sensors are in a slipping or skidding state, as the speed information from non-contact sensors may be erroneous, leading to potential misuse in control decisions.
Innovation Solution
A train speed control system that employs two non-contact sensors and safety devices in different cars to evaluate the soundness of speed information by comparing measurements, ensuring accurate control speeds are determined based on valid data.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If speed information from a single non-contact sensor is used for control when rotary sensors are slipping or skidding, then control can be maintained, but the soundness of the speed information cannot be evaluated and erroneous data may be used
Solution Approach 1:
The patent applies local quality by installing non-contact sensors at different locations (different cars) along the train. Each sensor independently measures speed at its local position, allowing comparison of measurements from different locations to evaluate soundness and identify erroneous data caused by wheel slip or skid conditions at specific locations.
Solution Approach 2:
The patent implements feedback by comparing speed measurements from multiple non-contact sensors and using this comparison to evaluate the soundness of each measurement. The system feeds back this soundness evaluation to determine whether to trust the measured speed information for control purposes, creating a closed-loop verification mechanism.
2Productivity
If rotary speed sensors are used for speed measurement, then speed information can be obtained, but the measurements become inaccurate when wheels are in slipping or skidding state
Solution Approach 1:
The patent introduces non-contact sensors as intermediary devices that measure train speed without relying on wheel rotation. These sensors act as mediators between the train's actual motion and the control system, providing accurate speed information even when the wheels are slipping or skidding and rotary sensors fail.
Solution Approach 2:
The patent replaces the mechanical rotary speed sensors (which depend on wheel rotation) with non-contact sensors that use electromagnetic or optical fields to measure speed. This substitution eliminates the dependency on mechanical wheel rotation, allowing accurate speed measurement regardless of wheel slip or skid conditions.
3Measurement precision
If multiple non-contact sensors are installed in different cars, then soundness of speed information can be evaluated by comparison, but device complexity increases
Solution Approach 1:
The patent applies universality by using identical non-contact sensor units across multiple cars. Each sensor performs the same function (speed measurement) and can serve multiple purposes: individual speed measurement, cross-validation for soundness evaluation, and backup for other sensors. This multi-functional approach justifies the added complexity through enhanced reliability.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This approach allows for appropriate determination of control speeds, reducing the risk of using erroneous speed information and enhancing the reliability of train speed control by evaluating the soundness of non-contact sensor data.
Implementation Method 1
a non-contact sensor other than a rotary type that does not need to detect rotation of the wheel are generally used... millimeter wave sensors that detect modulation of reflected waves using light waves
Data Source
AI summary
A train speed control system 100 includes a first non-contact sensor 110 that outputs measured first speed information, a first safety device 120 that receives the first speed information from the first non-contact sensor 110, a second non-contact sensor 140 that outputs measured second speed information, and a second safety device 150 that receives the second speed information from the second non-contact sensor 140 and transmits the received second speed information to the first safety device 120 at a predetermined timing. Then, when first second speed information is received from the second safety device 150, the first safety device 120 evaluates soundness of the first speed information based on a speed difference between the first second speed information and first first speed information measured by the first non-contact sensor 110 at substantially the same timing as the first second speed information, and determines control speed of a train 1 based on a result of the evaluation.