CN113602322A - Magnetic suspension train running speed calculation system and method, suspension control system and train - Google Patents
Magnetic suspension train running speed calculation system and method, suspension control system and trainDownload PDFInfo
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Abstract
Description
Technical Field
The invention belongs to the technical field of signal processing of magnetic-levitation trains, and particularly relates to a magnetic-levitation train running speed calculation system and method based on levitation gaps, a levitation control system and a magnetic-levitation train.
Background
Different from the traditional wheel-rail transportation system, the maglev train has no wheels, and the vehicle floats above the rail when running, so the positioning and speed measuring modes are different. The positioning and speed measuring technology of the magnetic-levitation train at home and abroad is rapidly developed and applied along with the development of the medium-low speed magnetic-levitation train in recent years, and mainly comprises methods of microwave positioning and speed measuring, positioning and speed measuring based on inter-rail cables, positioning and speed measuring based on cross induction loop, positioning and speed measuring of 'polar distance detection + beacon', speed measuring based on a Doppler radar, combined speed measuring based on a steel sleeper and the like.
At present, one or more methods of the methods are generally combined for positioning and speed measurement of medium and low speed magnetic suspension trains, and the functions and reliability of the magnetic suspension trains are effectively verified. However, in the above methods, a whole set of positioning and speed measuring equipment or system needs to be externally arranged on the maglev train, which increases the construction cost requirement and the operation and maintenance difficulty, and the suspension control system has certain dependence on the positioning and speed measuring system, and the signal of the external positioning and speed measuring system is used for the suspension control system, and an interface protocol and a transmission channel need to be separately arranged, thereby undoubtedly increasing the application risk of the suspension control system.
Disclosure of Invention
The invention aims to provide a magnetic suspension train running speed calculation system, a magnetic suspension train running speed calculation method, a magnetic suspension control system and a train, and aims to solve the problems that the construction cost is high and the operation and maintenance difficulty is high due to the fact that extra equipment is needed for positioning and speed measurement in the prior art, and the problem that an interface protocol and a transmission channel are needed to be independently set for communication between the extra equipment and the magnetic suspension control system, so that the application risk of the magnetic suspension control system is increased.
The invention solves the technical problems through the following technical scheme: a magnetic suspension train running speed calculation system based on suspension gaps comprises:
the suspension gap processing module is used for acquiring gap data acquired by each path of gap probe of the suspension sensor, decoding and filtering each path of gap data, and acquiring gap data and equivalent gap data corresponding to each path of gap probe;
the gap differential processing module is used for carrying out differential operation on each path of gap data and equivalent gap data to obtain corresponding gap differential signals;
the clearance fault processing module is used for carrying out fault judgment and marking on each path of clearance data and outputting whether each path of clearance probe of the suspension sensor has faults and corresponding fault marks;
the track gap passing time calculation module is used for judging whether each path of gap probe passes the track gap or not according to each path of gap differential signal and equivalent gap data and determining track gap passing time; calculating the track gap crossing time of each path of gap probe of the suspension sensor according to the track gap crossing time of each path of gap probe and the fault mark;
and the running speed calculation module is used for calculating the running speed of the train passing through the rail gap according to the rail gap passing time and the distance data of each path of gap probe of the suspension sensor.
Further, the gap fault handling module is specifically configured to:
judging whether the clearance data output by each path of clearance probe is continuously zero in the duration time, if so, judging that the path of clearance probe has a fault, and marking the path of clearance probe with the fault; otherwise, the road clearance probe has no fault, and the road clearance probe is marked without fault.
Further, the rail gap passing time calculation module is specifically configured to:
when | dS1－dS0|>k1×(|dS3－dS0|+|dS2－dS0I) indicates that the 1 st clearance probe passes the rail gap, as dS1When the time is equal to 0, the time when the 1 st path of gap probe passes through the rail gap is recorded as t1Wherein dS1Number of clearance of the 1 st path clearance probeAccording to S1Corresponding gap differential signal, dS2As the 2 nd gap probe gap data S2Corresponding gap differential signal, dS3Gap data S for 3 rd gap probe3Corresponding gap differential signal, dS0Is equivalent gap data S0Corresponding gap differential signal, k1For the determination of the coefficient of the cross-track gap, t1≥0；
When | dS2－dS0|>k1×(|dS1－dS0|+|dS3－dS0|) indicates that the 2 nd gap probe passes the rail gap, as dS2When the time is equal to 0, the time when the 2 nd path gap probe passes through the rail gap is recorded as t2，t2＞t1；
When | dS3－dS0|>k1×(|dS2－dS0|+|dS1－dS0|) indicates that the 3 rd gap probe passes the rail gap, when dS3When the time is equal to 0, the track gap crossing time of the 3 rd path gap probe is recorded as t3，t3＞t2。
Further, the rail gap passing time calculation module is further specifically configured to:
when the fault marks of all the clearance probes are no fault, the interval between the 1 st clearance probe and the 3 rd clearance probe is taken as a target distance, and the track gap passing time t corresponding to the target distance is equal to (t)3－t1)；
When the fault mark of the No. 1 clearance probe is faulty, the distance between the No. 2 clearance probe and the No. 3 clearance probe is taken as a target distance, and the track gap passing time t corresponding to the target distance is equal to (t)3－t2)；
When the fault mark of the No. 2 clearance probe is a fault, the distance between the No. 1 clearance probe and the No. 3 clearance probe is taken as a target distance, and the track gap passing time t corresponding to the target distance is equal to (t)3－t1)；
When the fault mark of the 3 rd path gap probe is faulty, the distance between the 1 st path gap probe and the 2 nd path gap probe is taken as a target distance, and the target distance pairThe time t equal to t2－t1)。
The invention also provides a method for calculating the running speed of the magnetic-levitation train based on the suspension gap, which comprises the following steps:
acquiring gap data acquired by each path of gap probe of the suspension sensor, and decoding and filtering each path of gap data to obtain gap data and equivalent gap data corresponding to each path of gap probe;
carrying out differential operation on each path of gap data and equivalent gap data to obtain corresponding gap differential signals;
carrying out fault judgment and marking on each path of the gap data, and outputting whether each path of the gap probe of the suspension sensor is faulty or not and corresponding fault marks;
judging whether each path of gap probe passes through a rail gap or not according to each path of gap differential signal and equivalent gap data, and determining the time of passing through the rail gap; calculating the track gap crossing time of each path of gap probe of the suspension sensor according to the track gap crossing time of each path of gap probe and the fault mark;
and calculating the running speed of the train passing through the rail gap according to the rail gap passing time and the distance data of each path of gap probe of the suspension sensor.
Further, the specific implementation process of the fault judgment and marking is as follows:
judging whether the clearance data output by each path of clearance probe is continuously zero in the duration time, if so, judging that the path of clearance probe has a fault, and marking the path of clearance probe with the fault; otherwise, the road clearance probe has no fault, and the road clearance probe is marked without fault.
Further, the specific implementation process of whether each path of gap probe passes through the rail gap and determining the time when the probe passes through the rail gap is as follows:
when | dS1－dS0|>k1×(|dS3－dS0|+|dS2－dS0I) indicates that the 1 st clearance probe passes the rail gap, as dS1When equal to 0, record the 1 st path gap probe S1The time of passing the rail gap is t1Wherein dS1Is the 1 st wayGap probe gap data S1Corresponding gap differential signal, dS2As the 2 nd gap probe gap data S2Corresponding gap differential signal, dS3Gap data S for 3 rd gap probe3Corresponding gap differential signal, dS0Is equivalent gap data S0Corresponding gap differential signal, k1For the determination of the coefficient of the cross-track gap, t1≥0；
When | dS2－dS0|>k1×(|dS1－dS0|+|dS3－dS0|) indicates that the 2 nd gap probe passes the rail gap, as dS2When the time is equal to 0, the time when the 2 nd path gap probe passes through the rail gap is recorded as t2，t2＞t1；
When | dS3－dS0|>k1×(|dS2－dS0|+|dS1－dS0|) indicates that the 3 rd gap probe passes the rail gap, when dS3When the time is equal to 0, the track gap crossing time of the 3 rd path gap probe is recorded as t3，t3＞t2。
Further, the specific calculation process of the rail gap passing time is as follows:
when the fault marks of all the clearance probes are no fault, the interval between the 1 st clearance probe and the 3 rd clearance probe is taken as a target distance, and the track gap passing time t corresponding to the target distance is equal to (t)3－t1)；
When the fault mark of the No. 1 clearance probe is faulty, the distance between the No. 2 clearance probe and the No. 3 clearance probe is taken as a target distance, and the track gap passing time t corresponding to the target distance is equal to (t)3－t2)；
When the fault mark of the No. 2 clearance probe is a fault, the distance between the No. 1 clearance probe and the No. 3 clearance probe is taken as a target distance, and the track gap passing time t corresponding to the target distance is equal to (t)3－t1)；
When the fault mark of the 3 rd path gap probe is fault, the distance between the 1 st path gap probe and the 2 nd path gap probe is taken as a target distanceThe time t of passing the rail gap corresponding to the target distance is (t)2－t1)。
The invention also provides a suspension control system, which comprises the running speed calculation system of the magnetic suspension train based on the suspension gap.
The invention also provides a magnetic-levitation train, which comprises the magnetic-levitation train running speed calculating system based on the levitation gap.
Advantageous effects
Compared with the prior art, the invention has the advantages that:
the running speed calculation system and the running speed calculation method are used as a suspension control program and are arranged in the suspension control system, the running speed of the train is calculated through the gap data acquired by each gap probe of the suspension sensor, additional equipment is not needed, the construction cost and requirements are reduced, the operation and maintenance difficulty is reduced, the dependence of the suspension control system on a speed measurement positioning device is eliminated, a transmission channel and an interface protocol are not needed to be independently arranged, and the reliability of suspension control is improved.
Drawings
In order to more clearly illustrate the technical solution of the present invention, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only one embodiment of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on the drawings without creative efforts.
FIG. 1 is a block diagram of a system for calculating the running speed of a magnetic levitation train based on levitation gap according to an embodiment of the present invention;
FIG. 2 is a graph of gap data, gap differential signal, and time to gap crossing in an embodiment of the present invention;
FIG. 3 is a schematic view of a path 2 gap probe cross-track gap in an embodiment of the present invention;
fig. 4 is a diagram of train operation speed versus train operation time in an embodiment of the present invention.
Detailed Description
The technical solutions in the present invention are clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
At present, the positioning and speed measurement of medium and low speed maglev trains all need to be carried out at an external whole set of positioning and speed measurement equipment or system of maglev trains, construction cost requirements and operation maintenance difficulty and the like are increased, a suspension control system has certain dependence on a positioning and speed measurement system, signals of the external positioning and speed measurement system are used for the suspension control system, an interface protocol and a transmission channel need to be set independently, and application risks of the suspension control system are increased undoubtedly.
Based on the technical problems, the invention provides a system and a method for calculating the running speed of a magnetic suspension train, a suspension control system and the train, wherein the system and the method are used as a suspension control program and are arranged in the suspension control system, the running speed of the train is calculated through gap data acquired by each path of gap probe of a suspension sensor, no additional equipment is needed, the construction cost and requirements are reduced, the operation and maintenance difficulty is reduced, the dependence of the suspension control system on a speed measurement positioning device is eliminated, a transmission channel and an interface protocol are not needed to be independently arranged, and the reliability of suspension control is improved.
The technical solution of the present application will be described in detail below with specific examples. The following several specific embodiments may be combined with each other, and details of the same or similar concepts or processes may not be repeated in some embodiments.
As shown in fig. 1, the system for calculating the running speed of the magnetic levitation train based on the levitation gap provided in this embodiment includes a levitation gap processing module, a gap differential processing module, a gap fault processing module, a rail gap passing time calculating module, and a running speed calculating module. The input end of the suspension gap processing module is connected with each path of gap probe of the suspension sensor, and the output end of the suspension gap processing module is respectively connected with the input ends of the gap differential processing module and the gap fault processing module; the output ends of the gap differential processing module and the gap fault processing module are respectively connected with the input end of the rail gap passing time calculation module; the output end of the rail gap passing time calculation module is connected with the input end of the running speed calculation module.
And the suspension gap processing module is used for acquiring gap data acquired by each path of gap probe of the suspension sensor, decoding and filtering each path of gap data, and acquiring gap data and equivalent gap data corresponding to each path of gap probe.
The suspension sensor is generally provided with 3 paths of mutually independent gap probes, and at present, part of the suspension sensor adopts 4 paths of mutually independent gap probes. In this embodiment, 3 paths of gap probes of the levitation sensor are taken as an example to illustrate the corresponding relationship between the gap data and the gap probes, the gap data acquired by the 3 paths of gap probes are transmitted to the levitation gap processing module through the 485 interface, and the programmable logic unit in the levitation gap processing module converts the 3 paths of gap data into 12-bit gap data S1、S2、S3And 1-way equivalent gap data S0And filtering out interference signals in the transmission process, wherein S1Gap data for the 1 st gap probe, S2Gap data for the 2 nd gap probe, S3Gap data for the 3 rd gap probe. Equivalent gap S0Is the gap data S for the 3-way gap probe1、S2、S3The calculation is carried out by averaging 2 paths of smaller gap data in the 3 paths of gap data, illustratively, three paths of gap data S1、S2、S3Mid-gap data S1And S2On the smaller side, then S0＝(S1+S2)/2。
And the gap differential processing module is used for carrying out differential operation on each path of gap data and equivalent gap data to obtain corresponding gap differential signals.
Take 3-way gap probe of suspension sensor as an example, for 3-way gap data S1、S2、S3And 1-way equivalent gap data S0Differential operation is carried out to obtain 4 paths of gap differential signals dS1、dS2、dS3、dS0In which dS1As the 1 st gap probe gap data S1Corresponding gap differential signal, dS2As the 2 nd gap probe gap data S2Corresponding gap differential signal, dS3Gap data S for 3 rd gap probe3Corresponding gap differential signal, dS0Is equivalent gap data S0The corresponding gap differential signal.
And the clearance fault processing module is used for carrying out fault judgment and marking on each path of clearance data and outputting whether each path of clearance probe of the suspension sensor has faults and corresponding fault marks.
The gap fault processing module is specifically configured to:
judging whether the clearance data output by each path of clearance probe is continuously zero in the duration time, if so, judging that the path of clearance probe has a fault, and marking the path of clearance probe with the fault; otherwise, the road clearance probe has no fault, and the road clearance probe is marked without fault. In this embodiment, the duration is set to 10ms, and the duration is determined according to the levitation sensor protocol.
Taking a 3-path gap probe of the suspension sensor as an example, when all 3-path gap data are not continuously zero in the duration, all 3-path gap probes have no fault, and the fault flag of each path of gap probe is 00;
when the gap data of the 1 st path of gap probe is continuously zero in the duration, the 1 st path of gap probe has a fault, and the 1 st path of gap probe is subjected to fault marking, wherein the fault marking flag is 01;
when the gap data of the 2 nd path gap probe is continuously zero in the duration, the 2 nd path gap probe has a fault, and the 2 nd path gap probe is subjected to fault marking, wherein the fault marking is 10;
when the gap data of the 3 rd path gap probe is continuously zero in the duration, the 3 rd path gap probe has a fault, and the 3 rd path gap probe is subjected to fault marking, wherein the fault marking is that flag is 11;
and when the gap probes on the 2-way or more than 2-way have faults, quitting the operation speed calculation program and sending fault alarm to the suspension control system. And carrying out fault mark coding on the 3 paths of clearance probes, and determining that the clearance probes have faults and which clearance probes have faults according to the fault mark coding.
For example, fault marking coding is carried out from the 1 st path clearance probe to the 3 rd path clearance probe, and the specific coding is 001011, which indicates that the 1 st path clearance probe is not faulty, the 2 nd path clearance probe is faulty, and the 3 rd path clearance probe is faulty; the specific code is 000011, which indicates that the 1 st path gap probe has no fault, the 2 nd path gap probe has no fault, and the 3 rd path gap probe has fault; the specific code is 011000, which indicates that the 1 st way gap probe has a fault, the 2 nd way gap probe has a fault, and the 3 rd way gap probe has no fault.
Fault marking coding can also be carried out from the 3 rd path clearance probe to the 1 st path clearance probe, and the specific coding is 001001, which indicates that the 3 rd path clearance probe has no fault, the 2 nd path clearance probe has a fault, and the 1 st path clearance probe has a fault; the specific code is 110000, which indicates that the 3 rd path gap probe has a fault, the 2 nd path gap probe has no fault, and the 1 st path gap probe has no fault; the specific code is 001000, which indicates that the 3 rd path gap probe has no fault, the 2 nd path gap probe has a fault, and the 1 st path gap probe has no fault.
The track gap passing time calculation module is used for judging whether each path of gap probe passes the track gap or not according to each path of gap differential signal and equivalent gap data and determining track gap passing time; and calculating the track gap passing time of each path of gap probe of the suspension sensor according to the track gap passing time of each path of gap probe and the fault mark.
Taking a 3-way gap probe of the suspension sensor as an example to explain the judgment of the rail gap passing and the determination of the rail gap passing time, the rail gap passing time calculation module is specifically used for:
when | dS1－dS0|>k1×(|dS3－dS0|+|dS2－dS0I) indicates that the 1 st clearance probe passes the rail gap, as dS1When the time is equal to 0, the time when the 1 st path of gap probe passes through the rail gap is recorded as t1，t1Not less than 0, as shown in FIG. 2;
when | dS2－dS0|>k1×(|dS1－dS0|+|dS3－dS0|) indicates that the 2 nd gap probe passes the rail gap, as dS2When the time is equal to 0, the time when the 2 nd path gap probe passes through the rail gap is recorded as t2，t2＞t1；
When | dS3－dS0|>k1×(|dS2－dS0|+|dS1－dS0|) indicates that the 3 rd gap probe passes the rail gap, when dS3When the time is equal to 0, the track gap crossing time of the 3 rd path gap probe is recorded as t3，t3＞t2。
Wherein k is1The judgment coefficient of the over-rail gap is used for eliminating the deviation between theory and reality and improving the accuracy of the judgment of the over-rail gap, the specific value of the judgment coefficient of the over-rail gap is determined according to the test, and the default value is 1.
The rail gap passing time calculation module is further specifically configured to:
when the fault marks of all the clearance probes are no fault, the interval between the 1 st clearance probe and the 3 rd clearance probe is taken as a target distance, and the track gap passing time t corresponding to the target distance is equal to (t)3－t1)；
When the fault mark of the No. 1 clearance probe is faulty, the distance between the No. 2 clearance probe and the No. 3 clearance probe is taken as a target distance, and the track gap passing time t corresponding to the target distance is equal to (t)3－t2)；
When the fault mark of the No. 2 clearance probe is a fault, the distance between the No. 1 clearance probe and the No. 3 clearance probe is taken as a target distance, and the track gap passing time t corresponding to the target distance is equal to (t)3－t1)；
When the fault mark of the 3 rd path clearance probe is a fault, the distance between the 1 st path clearance probe and the 2 nd path clearance probe is taken as a target distance, and the track gap passing time t corresponding to the target distance is equal to (t)2－t1)。
The running speed calculation module is used for calculating the running speed of the train passing through the rail gap according to the fact that the speed is equal to a target distance divided by the time required for the train to pass through the target distance, wherein the target distance refers to the interval between the gap probes of the suspension sensor, and exemplarily, when the fault mark of the 1 st path gap probe is faulty, the target distance refers to the interval between the 2 nd path gap probe and the 3 rd path gap probe; the required time refers to the output time of the track crossing time calculation module, and exemplarily, the target distance is the interval between the 2 nd clearance probe and the 3 rd clearance probe, and the required time is the difference between the track crossing times of the 3 rd clearance probe and the 2 nd clearance probe.
The calculation of the operating speed is illustrated by taking a 3-way gap probe of a suspension sensor as an example.
As shown in fig. 3, the distances between two adjacent gap probes in the 3-way gap probe of the levitation sensor are equal and are set to be L.
When the fault marks of the clearance probes are not faulted, the distance between the 1 st clearance probe and the 3 rd clearance probe is taken as a target distance, namely the target distance is 2L, and the track crossing time t corresponding to the target distance is equal to (t3－t1) The running speed value V is 2L/(t)3－t1)；
When the fault mark of the No. 1 clearance probe is faulty, taking the distance between the No. 2 clearance probe and the No. 3 clearance probe as a target distance, namely the target distance L, and the track crossing time t corresponding to the target distance is equal to (t is t)3－t2) The running speed value V is L/(t)3－t2)；
When the fault mark of the No. 2 clearance probe is faulty, the target distance is 2L, namely the distance between the No. 1 clearance probe and the No. 3 clearance probe is taken as the target distance, and the track crossing time t corresponding to the target distance is equal to (t3－t1) The running speed value V is 2L/(t)3－t1)；
When the fault mark of the 3 rd path clearance probe is faulty, taking the distance between the 1 st path clearance probe and the 3 rd path clearance probe as a target distance, namely the target distance L, and taking the rail gap passing time t corresponding to the target distance as (t) t2－t1) The running speed value V is L/(t)2－t1)。
Assuming that the train is accelerated first and then decelerated through a series of same rail gaps at a constant speed, as shown in fig. 4, the left-side upward step corresponds to a train acceleration stage, the middle horizontal step corresponds to a train constant speed stage, and the right-side downward step corresponds to a train deceleration stage, the actually calculated train running speed value is a stepped graph which continuously changes along with the train running time, and each step represents a speed updating value of a running speed calculation module, so that the faster the actual running speed of the train is, the faster the speed updating of the running speed calculation module is, the slower the actual running speed of the train is, and the slower the speed updating of the running speed calculation module is.
The embodiment also provides a method for calculating the running speed of the magnetic-levitation train based on the levitation gap, which comprises the following steps:
step 1: and acquiring gap data acquired by each path of gap probe of the suspension sensor, and decoding and filtering each path of gap data to obtain gap data and equivalent gap data corresponding to each path of gap probe.
The corresponding relation between the gap data and the gap probe is explained by taking a 3-path gap probe of the suspension sensor as an example, the gap data acquired by the 3-path gap probe is transmitted to a suspension gap processing module through a 485 interface, and a programmable logic unit in the suspension gap processing module converts the 3-path gap data into 12-bit gap data S1、S2、S3And 1-way equivalent gap data S0And filtering out interference signals in the transmission process, wherein S1Gap data for the 1 st gap probe, S2Gap data for the 2 nd gap probe, S3Gap data for the 3 rd gap probe. Equivalent gap S0Is the gap data S for the 3-way gap probe1、S2、S3The calculation is carried out by averaging 2 paths of smaller gap data in the 3 paths of gap data, illustratively, three paths of gap data S1、S2、S3Mid-gap data S1And S2On the smaller side, then S0＝(S1+S2)/2。
Step 2: and carrying out differential operation on each path of gap data and the equivalent gap data to obtain corresponding gap differential signals.
Take 3-way gap probe of suspension sensor as an example, for 3-way gap data S1、S2、S3And 1-way equivalent gap data S0Differential operation is carried out to obtain 4 paths of gap differential signals dS1、dS2、dS3、dS0In which dS1As the 1 st gap probe gap data S1Corresponding gap differential signal, dS2As the 2 nd gap probe gap data S2Corresponding gap differential signal, dS3Gap data S for 3 rd gap probe3Corresponding gap differential signal, dS0Is equivalent gap data S0The corresponding gap differential signal.
And step 3: and carrying out fault judgment and marking on each path of gap data, and outputting whether each path of gap probe of the suspension sensor is faulty or not and corresponding fault marks.
The specific implementation process of fault judgment and marking is as follows:
judging whether the clearance data output by each path of clearance probe is continuously zero in the duration time, if so, judging that the path of clearance probe has a fault, and marking the path of clearance probe with the fault; otherwise, the road clearance probe has no fault, and the road clearance probe is marked without fault. In the present embodiment, the duration is set to 10 ms.
Taking a 3-path gap probe of the suspension sensor as an example, when all 3-path gap data are not continuously zero in the duration, all 3-path gap probes have no fault, and the fault flag of each path of gap probe is 00;
when the gap data of the 1 st path of gap probe is continuously zero in the duration, the 1 st path of gap probe has a fault, and the 1 st path of gap probe is subjected to fault marking, wherein the fault marking flag is 01;
when the gap data of the 2 nd path gap probe is continuously zero in the duration, the 2 nd path gap probe has a fault, and the 2 nd path gap probe is subjected to fault marking, wherein the fault marking is 10;
when the gap data of the 3 rd path gap probe is continuously zero in the duration, the 3 rd path gap probe has a fault, and the 3 rd path gap probe is subjected to fault marking, wherein the fault marking is that flag is 11;
and when the gap probes on the 2-way or more than 2-way have faults, quitting the operation speed calculation program and sending fault alarm to the suspension control system. And carrying out fault mark coding on the 3 paths of clearance probes, and determining that the clearance probes have faults and which clearance probes have faults according to the fault mark coding.
For example, fault marking coding is carried out from the 1 st path clearance probe to the 3 rd path clearance probe, and the specific coding is 001011, which indicates that the 1 st path clearance probe is not faulty, the 2 nd path clearance probe is faulty, and the 3 rd path clearance probe is faulty; the specific code is 000011, which indicates that the 1 st path gap probe has no fault, the 2 nd path gap probe has no fault, and the 3 rd path gap probe has fault; the specific code is 011000, which indicates that the 1 st way gap probe has a fault, the 2 nd way gap probe has a fault, and the 3 rd way gap probe has no fault.
Fault marking coding can also be carried out from the 3 rd path clearance probe to the 1 st path clearance probe, and the specific coding is 001001, which indicates that the 3 rd path clearance probe has no fault, the 2 nd path clearance probe has a fault, and the 1 st path clearance probe has a fault; the specific code is 110000, which indicates that the 3 rd path gap probe has a fault, the 2 nd path gap probe has no fault, and the 1 st path gap probe has no fault; the specific code is 001000, which indicates that the 3 rd path gap probe has no fault, the 2 nd path gap probe has a fault, and the 1 st path gap probe has no fault.
Steps 2 and 3 can be performed in parallel without any sequence.
And 4, step 4: judging whether each path of gap probe passes through the rail gap or not according to each path of gap differential signal and equivalent gap data, and determining the time of passing through the rail gap; and calculating the track gap passing time of each path of gap probe of the suspension sensor according to the track gap passing time of each path of gap probe and the fault mark.
The specific implementation process of whether to cross the rail gap and determining the time of crossing the rail gap is as follows:
when | dS1－dS0|>k1×(|dS3－dS0|+|dS2－dS0I) indicates that the 1 st clearance probe passes the rail gap, as dS1When the time is equal to 0, the time when the 1 st path of gap probe passes through the rail gap is recorded as t1，t1Not less than 0, as shown in FIG. 2;
when | dS2－dS0|>k1×(|dS1－dS0|+|dS3－dS0|) indicates that the 2 nd gap probe passes the rail gap, as dS2When the time is equal to 0, the time when the 2 nd path gap probe passes through the rail gap is recorded as t2，t2＞t1；
When | dS3－dS0|>k1×(|dS2－dS0|+|dS1－dS0|) indicates that the 3 rd gap probe passes the rail gap, when dS3When the time is equal to 0, the track gap crossing time of the 3 rd path gap probe is recorded as t3，t3＞t2。
Wherein k is1The judgment coefficient of the over-rail gap is used for eliminating the deviation between theory and reality and improving the accuracy of the judgment of the over-rail gap, the specific value of the judgment coefficient of the over-rail gap is determined according to the test, and the default value is 1.
The specific calculation process of the rail gap passing time comprises the following steps:
when the fault marks of all the clearance probes are no fault, the interval between the 1 st clearance probe and the 3 rd clearance probe is taken as a target distance, and the track gap passing time t corresponding to the target distance is equal to (t)3－t1)；
When the fault mark of the No. 1 clearance probe is faulty, the distance between the No. 2 clearance probe and the No. 3 clearance probe is taken as a target distance, and the track gap passing time t corresponding to the target distance is equal to (t)3－t2)；
When the fault mark of the No. 2 clearance probe is a fault, the distance between the No. 1 clearance probe and the No. 3 clearance probe is taken as a target distance, and the track gap passing time t corresponding to the target distance is equal to (t)3－t1)；
When the fault mark of the 3 rd path clearance probe is a fault, the distance between the 1 st path clearance probe and the 2 nd path clearance probe is taken as a target distance, and the track gap passing time t corresponding to the target distance is equal to (t)2－t1)。
And 5: and calculating the running speed of the train passing through the rail gap.
The operating speed is calculated by dividing the speed by a target distance by the time required to pass the target distance, wherein the target distance is the interval between the clearance probes of the suspension sensor, and illustratively, when the fault flag of the clearance probe of the 1 st path is faulty, the target distance is the interval between the clearance probe of the 2 nd path and the clearance probe of the 3 rd path; the required time refers to the output time of the track crossing time calculation module, and exemplarily, the target distance is the interval between the 2 nd clearance probe and the 3 rd clearance probe, and the required time is the difference between the track crossing times of the 3 rd clearance probe and the 2 nd clearance probe.
The above disclosure is only for the specific embodiments of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can easily conceive of changes or modifications within the technical scope of the present invention, and shall be covered by the scope of the present invention.
Claims (10)
1. A magnetic levitation train running speed calculation system based on levitation gaps is characterized by comprising:
the suspension gap processing module is used for acquiring gap data acquired by each path of gap probe of the suspension sensor, decoding and filtering each path of gap data, and acquiring gap data and equivalent gap data corresponding to each path of gap probe;
the gap differential processing module is used for carrying out differential operation on each path of gap data and equivalent gap data to obtain corresponding gap differential signals;
the clearance fault processing module is used for carrying out fault judgment and marking on each path of clearance data and outputting whether each path of clearance probe of the suspension sensor has faults and corresponding fault marks;
the track gap passing time calculation module is used for judging whether each path of gap probe passes the track gap or not according to each path of gap differential signal and equivalent gap data and determining track gap passing time; calculating the track gap crossing time of each path of gap probe of the suspension sensor according to the track gap crossing time of each path of gap probe and the fault mark;
and the running speed calculation module is used for calculating the running speed of the train passing through the rail gap according to the rail gap passing time and the distance data of each path of gap probe of the suspension sensor.
2. The system for calculating the running speed of a magnetic-levitation train based on levitation gap as recited in claim 1, wherein the gap fault processing module is specifically configured to:
judging whether the clearance data output by each path of clearance probe is continuously zero in the duration time, if so, judging that the path of clearance probe has a fault, and marking the path of clearance probe with the fault; otherwise, the road clearance probe has no fault, and the road clearance probe is marked without fault.
3. The running speed calculation system of a maglev train based on levitation gap according to claim 1 or 2, wherein the track gap time calculation module is specifically configured to:
when | dS1－dS0|>k1×(|dS3－dS0|+|dS2－dS0I) indicates that the 1 st clearance probe passes the rail gap, as dS1When the time is equal to 0, the time when the 1 st path of gap probe passes through the rail gap is recorded as t1Wherein dS1As the 1 st gap probe gap data S1Corresponding gap differential signal, dS2As the 2 nd gap probe gap data S2Corresponding gap differential signal, dS3Gap data S for 3 rd gap probe3Corresponding gap differential signal, dS0Is equivalent gap data S0Corresponding gap differential signal, k1For the determination of the coefficient of the cross-track gap, t1≥0；
When | dS2－dS0|>k1×(|dS1－dS0|+|dS3－dS0|) indicates that the 2 nd gap probe passes the rail gap, as dS2When the time is equal to 0, the time when the 2 nd path gap probe passes through the rail gap is recorded as t2，t2＞t1；
When | dS3－dS0|>k1×(|dS2－dS0|+|dS1－dS0|) indicates that the 3 rd gap probe passes the rail gap, when dS3When the time is equal to 0, the track gap crossing time of the 3 rd path gap probe is recorded as t3，t3＞t2。
4. The running speed calculation system of a magnetic levitation train based on levitation gap as recited in claim 3, wherein the track-passing time calculation module is further specifically configured to:
when the fault marks of all the clearance probes are no fault, the interval between the 1 st clearance probe and the 3 rd clearance probe is taken as a target distance, and the track gap passing time t corresponding to the target distance is equal to (t)3－t1)；
When the fault mark of the No. 1 clearance probe is faulty, the distance between the No. 2 clearance probe and the No. 3 clearance probe is taken as a target distance, and the track gap passing time t corresponding to the target distance is equal to (t)3－t2)；
When the fault mark of the No. 2 clearance probe is a fault, the distance between the No. 1 clearance probe and the No. 3 clearance probe is taken as a target distance, and the track gap passing time t corresponding to the target distance is equal to (t)3－t1)；
When the fault mark of the 3 rd path clearance probe is a fault, the distance between the 1 st path clearance probe and the 2 nd path clearance probe is taken as a target distance, and the track gap passing time t corresponding to the target distance is equal to (t)2－t1)。
5. A method for calculating the running speed of a magnetic-levitation train based on a levitation gap is characterized by comprising the following steps:
acquiring gap data acquired by each path of gap probe of the suspension sensor, and decoding and filtering each path of gap data to obtain gap data and equivalent gap data corresponding to each path of gap probe;
carrying out differential operation on each path of gap data and equivalent gap data to obtain corresponding gap differential signals;
carrying out fault judgment and marking on each path of the gap data, and outputting whether each path of the gap probe of the suspension sensor is faulty or not and corresponding fault marks;
judging whether each path of gap probe passes through a rail gap or not according to each path of gap differential signal and equivalent gap data, and determining the time of passing through the rail gap; calculating the track gap crossing time of each path of gap probe of the suspension sensor according to the track gap crossing time of each path of gap probe and the fault mark;
and calculating the running speed of the train passing through the rail gap according to the rail gap passing time and the distance data of each path of gap probe of the suspension sensor.
6. The running speed calculation method of a magnetic-levitation train based on levitation gap as recited in claim 5, wherein the fault judgment and marking are implemented by the following steps:
judging whether the clearance data output by each path of clearance probe is continuously zero in the duration time, if so, judging that the path of clearance probe has a fault, and marking the path of clearance probe with the fault; otherwise, the road clearance probe has no fault, and the road clearance probe is marked without fault.
7. The method for calculating the running speed of the maglev train based on the levitation gap as claimed in claim 5 or 6, wherein the specific implementation process of whether each gap probe passes through the rail gap and determining the time when the gap probe passes through the rail gap is as follows:
when | dS1－dS0|>k1×(|dS3－dS0|+|dS2－dS0I) indicates that the 1 st clearance probe passes the rail gap, as dS1When equal to 0, record the 1 st path gap probe S1The time of passing the rail gap is t1Wherein dS1Is a path 1 clearance probeGap data S1Corresponding gap differential signal, dS2As the 2 nd gap probe gap data S2Corresponding gap differential signal, dS3Gap data S for 3 rd gap probe3Corresponding gap differential signal, dS0Is equivalent gap data S0Corresponding gap differential signal, k1For the determination of the coefficient of the cross-track gap, t1≥0；
When | dS2－dS0|>k1×(|dS1－dS0|+|dS3－dS0|) indicates that the 2 nd gap probe passes the rail gap, as dS2When the time is equal to 0, the time when the 2 nd path gap probe passes through the rail gap is recorded as t2，t2＞t1；
When | dS3－dS0|>k1×(|dS2－dS0|+|dS1－dS0|) indicates that the 3 rd gap probe passes the rail gap, when dS3When the time is equal to 0, the track gap crossing time of the 3 rd path gap probe is recorded as t3，t3＞t2。
8. The method for calculating the running speed of the magnetic-levitation train based on the levitation gap as recited in claim 7, wherein the specific calculation process of the track-crossing time is as follows:
when the fault marks of all the clearance probes are no fault, the interval between the 1 st clearance probe and the 3 rd clearance probe is taken as a target distance, and the track gap passing time t corresponding to the target distance is equal to (t)3－t1)；
When the fault mark of the No. 1 clearance probe is faulty, the distance between the No. 2 clearance probe and the No. 3 clearance probe is taken as a target distance, and the track gap passing time t corresponding to the target distance is equal to (t)3－t2)；
When the fault mark of the No. 2 clearance probe is a fault, the distance between the No. 1 clearance probe and the No. 3 clearance probe is taken as a target distance, and the track gap passing time t corresponding to the target distance is equal to (t)3－t1)；
When the 3 rd path clearance probeWhen the fault flag (c) is faulty, the distance between the 1 st and 2 nd clearance probes is set as the target distance, and the gap crossing time t corresponding to the target distance is (t) equal to2－t1)。
9. A levitation control system, comprising the levitation gap based magnetic levitation train running speed calculating system as recited in any one of claims 1 to 5.
10. A maglev train, comprising the maglev gap-based maglev train running speed calculation system according to any one of claims 1 to 5.
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