WO2020010962A1 - 列车轴距检测方法及系统 - Google Patents

列车轴距检测方法及系统 Download PDF

Info

Publication number
WO2020010962A1
WO2020010962A1 PCT/CN2019/089522 CN2019089522W WO2020010962A1 WO 2020010962 A1 WO2020010962 A1 WO 2020010962A1 CN 2019089522 W CN2019089522 W CN 2019089522W WO 2020010962 A1 WO2020010962 A1 WO 2020010962A1
Authority
WO
WIPO (PCT)
Prior art keywords
train
contact sensors
wheelbase
wheels
time interval
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2019/089522
Other languages
English (en)
French (fr)
Inventor
李建
许艳伟
王永明
喻卫丰
李巨轩
马媛
孙尚民
宗春光
胡煜
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nuctech Co Ltd
Nuctech Beijing Co Ltd
Original Assignee
Nuctech Co Ltd
Nuctech Beijing Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Nuctech Co Ltd, Nuctech Beijing Co Ltd filed Critical Nuctech Co Ltd
Priority to EP19812656.7A priority Critical patent/EP3626574B1/en
Publication of WO2020010962A1 publication Critical patent/WO2020010962A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/16—Devices for counting axles; Devices for counting vehicles
    • B61L1/163—Detection devices
    • B61L1/166—Optical
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
    • B61K9/00—Railway vehicle profile gauges; Detecting or indicating overheating of components; Apparatus on locomotives or cars to indicate bad track sections; General design of track recording vehicles
    • B61K9/08—Measuring installations for surveying permanent way
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/02—Electric devices associated with track, e.g. rail contacts
    • B61L1/10—Electric devices associated with track, e.g. rail contacts actuated by electromagnetic radiation; actuated by particle radiation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/021—Measuring and recording of train speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/50—Trackside diagnosis or maintenance, e.g. software upgrades
    • B61L27/57—Trackside diagnosis or maintenance, e.g. software upgrades for vehicles or trains, e.g. trackside supervision of train conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/023—Determination of driving direction of vehicle or train

Definitions

  • the present disclosure relates to a method and a system for detecting a wheelbase of a train.
  • the wheelbase of a train on a certain railway section can be measured, and the information of the train can be obtained based on the measurement data analysis in order to provide the necessary train data information to the railway department.
  • a method for measuring the wheelbase of a train wheel includes: manually measuring the distance between two sets of wheels of the train through some custom-made measuring tools. This measurement method is mainly applicable to trains in a stationary state.
  • Another method for measuring the wheelbase of a train wheel includes a sensor-based method for measuring the wheelbase of a train. This method uses sensors mounted on the rails to measure the signals of the wheels as they pass, and then calculates the wheelbase.
  • the inventor has found through research that the manual measurement method in the related art is difficult to apply to the measurement of the wheelbase of a moving train, and the sensor-based measurement method requires a sensor to be installed on the rails, and the measurement result is easily affected by the distance between the wheel and the sensor and the vehicle speed, etc.
  • the influence of factors also has certain adaptation problems.
  • embodiments of the present disclosure provide a method and a system for detecting a wheelbase of a train, which can improve the adaptability of the wheelbase detection of a train.
  • a method for detecting a wheelbase of a train including:
  • the moving speed of the train wheels is calculated according to the sensing data of the at least two non-contact sensors, and an adjacent train wheel is The first time interval of the same non-contact sensor among the at least two non-contact sensors;
  • a wheelbase of the adjacent train wheels is calculated based on the moving speed and the first time interval.
  • the determining step includes:
  • the step of calculating the moving speed includes:
  • the moving speed of the train wheels is determined according to the second time interval and a set distance between each non-contact sensor.
  • the step of determining the moving speed includes:
  • the arithmetic average of the reference moving speed is taken as the moving speed of the train wheels.
  • the step of calculating the first time interval includes:
  • the first time interval is determined according to the moments when the adjacent train wheels pass the same non-contact sensor among the at least two non-contact sensors, respectively.
  • the step of determining the first time interval includes:
  • the non-contact sensor includes a photosensor.
  • the photoelectric sensor includes a laser ranging sensor.
  • the at least two non-contact sensors are located on the same side of the train track.
  • a train wheelbase detection system including:
  • At least two non-contact sensors arranged on the outside of the train track and arranged along the train track at intervals, for sensing train wheels running on the train track;
  • a judging unit configured to judge whether a train wheel currently passes the at least two non-contact sensors according to the sensing data of the at least two non-contact sensors;
  • a first calculation unit configured to calculate a movement of the train wheel according to the sensing data of the at least two non-contact sensors when the determination unit determines that a train wheel has passed the at least two non-contact sensors Speed;
  • a second calculation unit configured to calculate a first time interval between adjacent train wheels passing through the same non-contact sensor of the at least two non-contact sensors, and according to the moving speed and the first time interval Calculate the wheelbase of the adjacent train wheels.
  • the at least two non-contact sensors are located on the same side of the train track.
  • the non-contact sensor includes a photosensor.
  • the photoelectric sensor includes a laser ranging sensor, and an intersection of a laser light path of the laser ranging sensor and a vertical plane on which the train track is located is from an upper surface of the train track to the train The height of the wheels is within range.
  • the laser light path is perpendicular to the train track.
  • it further includes:
  • Mounting bases which are arranged outside the train tracks at preset intervals;
  • the at least two non-contact sensors are arranged on the mounting base at intervals along the extending direction of the train track.
  • a line of two non-contact sensors of the at least two non-contact sensors is parallel to the train track.
  • connection lines between the at least two non-contact sensors are collinear and parallel to the train track.
  • the setting positions of the at least two non-contact sensors are the same as the distance from the train track, or different from the train track, and respectively correspond to different ranges of the distance thresholds.
  • the at least two non-contact sensors are disposed on the same outward side of at least two train tracks, and the at least two non-contact sensors sense a train running on the at least two train tracks
  • the distance values of the wheels correspond to different distance threshold ranges.
  • a train wheelbase detection system including:
  • a processor coupled to the memory, the processor being configured to execute the aforementioned method for detecting a wheelbase of a train based on instructions stored in the memory.
  • a computer-readable storage medium having stored thereon a computer program which, when executed by a processor, implements the aforementioned method for detecting a wheelbase of a train.
  • the train wheels are sensed by a non-contact sensor provided outside the train track and arranged along the train track interval, and the moving speed is calculated based on the sensed data, and then the adjacent
  • the time interval of the train wheels passing the non-contact sensor, and the wheelbase of the train wheels is further calculated according to the moving speed and the time interval of the city.
  • This wheelbase detection method can not only realize the wheelbase measurement of a traveling train, but also reduce the influence of other factors, thereby improving the adaptability of the wheelbase detection of a train.
  • FIG. 1 is a block schematic diagram of some embodiments of a train wheelbase detection system according to the present disclosure.
  • FIG. 2 is a schematic diagram of a detection scene according to some embodiments of a train wheelbase detection system of the present disclosure
  • FIG. 3 is a schematic diagram of setting a laser ranging sensor in the embodiment of FIG. 2.
  • FIG. 4 is a schematic diagram of judging the passage of a wheel in the embodiment of FIG. 2.
  • FIG. 5 is a schematic flowchart of some embodiments of a method for detecting a wheelbase of a train according to the present disclosure.
  • FIG. 6 is a block diagram of another embodiment of a train wheelbase detection system according to the present disclosure.
  • a specific device when it is described that a specific device is located between the first device and the second device, there may or may not be an intervening device between the specific device and the first device or the second device.
  • the specific device When it is described that a specific device is connected to another device, the specific device may be directly connected to the other device without an intervening device, or may have an intervening device without being directly connected to the other device.
  • sensors mounted on the rails are used to measure the signals of the wheels as they pass, and then calculate the wheelbase. Due to the wear of the train wheels or errors in manufacturing, the vertical distance between the train wheels and the sensors on the rails cannot be kept consistent, so that the signals received by the sensors are also different, which affects the detection of the wheelbase of the train. result. On the other hand, when the speed of the train is low, the signal received by the sensor is weak and difficult to detect, so it is not suitable for wheelbase detection of low-speed trains.
  • embodiments of the present disclosure provide a method and a system for detecting a wheelbase of a train, which can improve the adaptability of the wheelbase detection of a train.
  • FIG. 1 is a block schematic diagram of some embodiments of a train wheelbase detection system according to the present disclosure.
  • the train wheelbase detection system includes: at least two non-contact sensors A, B, and C, a determination unit 30, a first calculation unit 40, and a second calculation unit 50.
  • At least two non-contact sensors A, B, and C are arranged on the outside of the train track, and are arranged along the train track at intervals for sensing train wheels running on the train track.
  • a wheel passing judgment and a wheel passing time interval calculation can be performed according to signals respectively sensed by different non-contact sensors.
  • the non-contact sensor can realize the sensing of the measured object without contacting the measured object, for example, the measurement of specific parameters of the measured object based on the principles of light, sound, magnetism, or radiation.
  • the use of non-contact sensors to sense the train wheels running on the train tracks can detect the train in motion while reducing the adverse effects of factors such as wheel wear or manufacturing errors on the measurement results in related technologies.
  • the wheelbase detection of a low-speed train can also be realized, so the adaptability of the detection scene is better.
  • At least two non-contact sensors are located on the same side of the train track, and the corresponding at least two non-contact sensors are capable of sensing a train wheel on one side of the train adjacent to the non-contact sensor, thereby facilitating The setting of sensors and the standard of distance sensing are unified.
  • at least two non-contact sensors may also be located on both sides of the train track (excluding the inside of the train track-between the two tracks of the train track). The non-contact sensors on both sides can use the train wheels at both ends of the same axle as the sensing reference.
  • a photoelectric element can be used as the sensor of the detection element, that is, the non-contact sensor includes a photoelectric sensor, which converts a sensed optical signal into an electrical signal for output by means of the photoelectric element.
  • the photoelectric sensor may include a laser ranging sensor capable of realizing a ranging function, which may be provided only on one side of a train track as required, and based on the characteristics of concentrated light, it can realize long-distance measurement and exclude The adverse effect of the external light environment on the measurement results.
  • the photoelectric sensor may further include a photoelectric radiation sensor and the like.
  • part of the non-contact sensors can be set as redundant non-contact sensors, which can be switched with the faulty non-contact sensors when a fault occurs to ensure the detection Persistent.
  • the determining unit 30 is configured to determine whether a train wheel currently passes the at least two non-contact sensors based on the sensing data of the at least two non-contact sensors. Determining train wheels passing based on the sensing data of at least two non-contact sensors can avoid detection errors caused by some special circumstances. For example, when other objects enter the sensing range of a non-contact sensor for a short period of time or an error or failure of a non-contact sensor itself occurs, the sensing data of multiple non-contact sensors usually passes sequentially with the train wheels. The regularity of each non-contact sensor is different, which can effectively exclude situations that are not passing by the train wheels.
  • the judgment unit 30 may compare the distance values of the train wheels currently sensed by at least two non-contact sensors with a preset distance threshold range when making a determination. When the distance values sensed by each of the non-contact sensors are within the distance threshold range, it can be determined that a train wheel currently passes the at least two non-contact sensors.
  • the distance threshold range here can be determined in advance based on the actual distance between the non-contact sensor and the train wheels entering the sensing range of the non-contact sensor.
  • the setting positions of at least two non-contact sensors can be the same as the distance of the train track, so that the distances of each non-contact sensor to the train wheels are also the same, so the settings are uniform Range threshold range.
  • some or all of the at least two non-contact sensors may have different distances from the train track, and corresponding non-contact sensors with different settable distances correspond to different distances. Threshold range.
  • the at least two non-contact sensors are not limited to the detection of train wheels passing a single train track (including two rails), but can also be applied to the detection of train wheels passing a plurality of train tracks.
  • a train of a plurality of side-by-side train tracks passes by a train
  • at least two non-contact sensors can be used to sense train wheels running on the train track.
  • the distance values sensed by the non-contact sensors correspond to different distance threshold ranges. For example, for a train track near the non-contact sensor side, the corresponding distance threshold range is relatively small, while for a train track far from the non-contact sensor side, the distance threshold range is relatively large.
  • the first calculation unit 40 is configured to calculate the movement of the train wheels according to the sensing data of the at least two non-contact sensors. speed. Specifically, the first calculation unit may first calculate the second time when the train wheel passes each of the non-contact sensors according to the moment when the train wheel passes each of the at least two non-contact sensors. time interval.
  • the train wheels may be further calculated before passing.
  • the time interval T 13 T 3 -T 1 between the train wheels passing the first and last non-contact sensors can also be calculated.
  • the first calculation unit 40 may calculate the distances based on the calculated second time interval and the setting distances between the non-contact sensors. Describe the moving speed of train wheels.
  • calculating the moving speed may further include: performing an arithmetic average of the reference moving speed calculated based on the train wheel passing through the second time interval of every two non-contact sensors And using the calculated arithmetic average of the reference moving speed as the moving speed of the train wheels. For example, it is determined that the second time intervals of a train wheel passing each of the two non-contact sensors of the three non-contact sensors are T 12 , T 23 and T 13 respectively , and the corresponding non-contact The sensor setting distances are L 12 , L 23 and L 13 respectively .
  • three reference moving speeds can be calculated, namely v 12 , v 23 and v 13 .
  • the second calculation unit 50 is configured to calculate a first time interval between adjacent train wheels passing the same non-contact sensor of the at least two non-contact sensors, and according to the moving speed and the first time interval Calculate the wheelbase of the adjacent train wheels.
  • calculating the first time interval may further include: performing an arithmetic average of the reference time intervals of the adjacent train wheels passing through each of the non-contact sensors, and calculating the The arithmetic mean of the reference time interval is used as the first time interval. For example, at the time when it is determined that the first of two adjacent train wheels passes three non-contact sensors A, B, and C is T Aa , T Ba, and T Ca respectively , and the second passes the three non-contact sensors A, B, and C, respectively.
  • the moments of the touch sensors A, B, and C are T Ab , T Bb, and T Cb, respectively .
  • FIG. 2 is a schematic diagram of a detection scene according to some embodiments of a train wheelbase detection system of the present disclosure.
  • FIG. 3 is a schematic diagram of setting a laser ranging sensor in the embodiment of FIG. 2.
  • FIG. 4 is a schematic diagram of judging the passage of a wheel in the embodiment of FIG. 2.
  • a plurality of non-contact sensors A, B, and C are arranged along the train track 1 on the outside of the train track 1 at a predetermined distance from the train track 1.
  • a plurality of non-contact sensors A, B, and C are located on the same side of the train track 1.
  • the non-contact sensor is a laser ranging sensor.
  • This non-contact sensor can emit a laser pulse by aiming at a specific target with a laser diode.
  • the laser light is scattered in all directions after being reflected by the target, and part of the scattered light will be received by the receiver of the laser ranging sensor.
  • the distances D A , D B , and D C from the target to the laser ranging sensor can be calculated according to the time of laser emission and reception.
  • the laser ranging sensor can determine whether a train wheel passes the laser by measuring whether the distance of a train wheel entering its sensing range is within a preset threshold range [D min , D max ]. Ranging sensor.
  • each laser ranging sensor When multiple laser ranging sensors are set, the laser emitting end of each laser ranging sensor can be directed towards the train track.
  • the laser light path 4 of the laser ranging sensor and the vertical plane on which the train track 1 is located that is, one of the tracks in the train track 1, such as The crossing point of the side track, which lies on a plane perpendicular to the horizontal plane, lies within the range of the height from the upper surface of the train track 1 to the train wheels 3.
  • the train wheel 3 passes the section where the laser ranging sensor is provided, it can sequentially pass through the sensing range of each laser ranging sensor.
  • Each axle of a train is usually provided with at least two train wheels.
  • the laser light path emitted by the laser ranging sensor and the train track may be made. Vertical so that the laser ranging sensor only detects train wheels on the side adjacent to the laser ranging sensor.
  • the laser light path emitted by the laser ranging sensor may not be perpendicular to the train track based on other factors.
  • the train wheelbase detection system may further include a mounting base 2.
  • the mounting base 2 is arranged outside the train track at a preset interval, that is, at a position of a preset distance D outside the train track 1.
  • At least two non-contact sensors may be disposed on the mounting base 2 at intervals along the extending direction of the train track 1.
  • the non-contact sensors A, B, and C in FIG. 3 are provided on the mounting base 2 at intervals from left to right.
  • the distances between the installed non-contact sensors A, B, and C are L 12 , L 23, and L 13, respectively .
  • the distances L 12 and L 23 between adjacent non-contact sensors can be set to be equal.
  • two non-contact sensors in a connection line of at least two non-contact sensors may be provided in parallel with the train track.
  • the connection between at least two non-contact sensors can be collinear and parallel to the train track. In this way, the setting positions of the at least two non-contact sensors and the train track are the same, and the same distance threshold range is used.
  • connection between the non-contact sensors may not be parallel to the train track.
  • the moving distance of the train wheels when passing the two non-contact sensors is determined according to the projection of the connection of the two non-contact sensors on the train track.
  • the installation positions of the at least two non-contact sensors are different from the distance of the train track, and respectively correspond to different distance threshold ranges.
  • At least two non-contact sensors may be disposed on the same outward side of at least two train tracks.
  • at least two non-contact sensors can achieve wheelbase detection of a train running on more than two train tracks.
  • the distance between at least two non-contact sensors and different train tracks is different, 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 respectively correspond to Different distance threshold ranges.
  • the distance threshold range corresponding to the distance value of the train wheels sensed by at least two laser ranging sensors is relatively small.
  • the distance threshold range corresponding to the distance values of the train wheels sensed by at least two laser ranging sensors is relatively large. That is, the distance values of the train wheels running on the at least two train tracks sensed by the laser ranging sensors correspond to different distance threshold ranges, respectively.
  • FIG. 5 is a schematic flowchart of some embodiments of a method for detecting a wheelbase of a train according to the present disclosure.
  • a method for detecting a wheelbase of a train includes steps 100 to 400.
  • step 100 according to sensing data of at least two non-contact sensors arranged outside the train track and arranged along the train track interval, it is determined whether a train wheel currently passes the at least two non-contact sensors. .
  • the distance values of the train wheels currently sensed by the at least two non-contact sensors can be compared with a preset distance threshold range, respectively. When the distance values are all within the distance threshold, it is determined that a train wheel currently passes the at least two non-contact sensors.
  • step 200 when it is determined that a train wheel has passed the at least two non-contact sensors, the moving speed of the train wheels is calculated according to the sensing data of the at least two non-contact sensors. Specifically, the second time interval during which the train wheels pass through each of the non-contact sensors may be calculated according to the moments when the train wheels pass through each of the at least two non-contact sensors. Then, the moving speed of the train wheels is determined according to the second time interval and a set distance between each non-contact sensor.
  • the step of determining the moving speed may include: calculating a plurality of reference moving speeds according to the second time interval of the train wheel passing through any two non-contact sensors, and performing an arithmetic average on the plurality of reference moving speeds. To obtain the arithmetic average of the reference moving speed. Then, the arithmetic average of the reference moving speed is taken as the moving speed of the train wheels.
  • a first time interval between adjacent train wheels passing through the same non-contact sensor of the at least two non-contact sensors is calculated.
  • the first time interval may be determined according to the moments when the adjacent train wheels pass the same non-contact sensor among the at least two non-contact sensors, respectively.
  • the step of determining the first time interval may include: performing an arithmetic average of the reference time intervals of the adjacent train wheels passing through each of the non-contact sensors to obtain an arithmetic average value of the reference time intervals. Then, the arithmetic mean of the reference time interval is used as the first time interval.
  • a wheelbase of the adjacent train wheels is calculated based on the moving speed and the first time interval.
  • the above steps may be performed by a local server or a remote service platform in communication with one or more contactless sensors.
  • the distance threshold range can be stored in advance on a local server or a remote service platform.
  • FIG. 6 is a block diagram of another embodiment of a train wheelbase detection system according to the present disclosure.
  • a train wheelbase detection system includes a memory 60 and a processor 70 coupled to the memory.
  • the processor 70 is configured to execute an embodiment of a method for detecting a wheelbase of a train based on an instruction stored in the memory 60.
  • An embodiment of the present disclosure also provides a computer-readable storage medium on which a computer program is stored, and when the program is executed by a processor, an embodiment of the foregoing method for detecting a wheelbase of a train is implemented.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Length Measuring Devices With Unspecified Measuring Means (AREA)
  • Length Measuring Devices By Optical Means (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

一种列车轴距检测方法及系统，方法包括：根据设置在列车轨道的外侧的至少两个非接触式传感器的感测数据，判断当前是否有列车车轮经过所述至少两个非接触式传感器；在确定当前有列车车轮经过所述至少两个非接触式传感器时，根据所述至少两个非接触式传感器的感测数据计算所述列车车轮的移动速度，并计算相邻的列车车轮经过所述至少两个非接触式传感器中的同一个非接触式传感器的第一时间间隔，根据所述移动速度和所述第一时间间隔计算所述相邻的列车车轮的轴距。该方法及系统能够提高列车车轮轴距检测的适应性。

Description

列车轴距检测方法及系统
相关申请的交叉引用
本申请是以CN申请号为201810756122.1，申请日为2018年7月11日的申请为基础，并主张其优先权，该CN申请的公开内容在此作为整体引入本申请中。
技术领域
本公开涉及一种列车轴距检测方法及系统。
背景技术
在铁路领域的数据测量相关技术中，可对某个铁路路段的列车的车轮轴距进行测量，并根据测量数据分析得到该火车的信息，以便向铁路部门提供必要的列车数据信息。
在相关技术中，列车车轮轴距的测量方法包括：通过一些定制的量具对列车的两组车轮的距离进行人工测量。这种测量方式主要适用于处于静止状态的列车。而另一类列车车轮轴距的测量方法包括：基于传感器的行驶列车轴距测量方法。这种方法使用安装在铁轨上的传感器来测量车轮经过时的信号，进而计算出车轮轴距。
发明内容
发明人经研究发现，相关技术中人工测量方法难以适用于行驶列车的车轮轴距的测量，而基于传感器的测量方法需要在铁轨上安装传感器，并且测量结果容易受到车轮与传感器的距离以及车速等因素的影响，也存在一定的适应性问题。
有鉴于此，本公开实施例提供一种列车轴距检测方法及系统，能够提高列车车轮轴距检测的适应性。
在本公开的一个方面，提供一种列车轴距检测方法，包括：
根据设置在列车轨道的外侧、并沿所述列车轨道间隔布置的至少两个非接触式传感器的感测数据，判断当前是否有列车车轮经过所述至少两个非接触式传感器；
在确定当前有列车车轮经过所述至少两个非接触式传感器时，根据所述至少两个非接触式传感器的感测数据计算所述列车车轮的移动速度，并计算相邻的列车车轮经过所述至少两个非接触式传感器中的同一个非接触式传感器的第一时间间隔；
根据所述移动速度和所述第一时间间隔计算所述相邻的列车车轮的轴距。
在一些实施例中，判断步骤包括：
将所述至少两个非接触式传感器当前感测的所述列车车轮的距离值分别与预设的距离阈值范围进行比较；
当所述距离值均处于所述距离阈值范围内，则确定当前有列车车轮经过所述至少两个非接触式传感器。
在一些实施例中，计算所述移动速度的步骤包括：
根据所述列车车轮分别经过所述至少两个非接触式传感器中每个非接触式传感器的时刻，计算所述列车车轮经过各个非接触式传感器的第二时间间隔；
根据所述第二时间间隔和各个非接触式传感器之间的设置距离，确定所述列车车轮的移动速度。
在一些实施例中，确定所述移动速度的步骤包括：
根据所述列车车轮经过任意两个非接触式传感器的所述第二时间间隔计算出多个参考移动速度；
对所述多个参考移动速度进行算术平均，得到所述参考移动速度的算术平均值；
将所述参考移动速度的算术平均值作为所述列车车轮的移动速度。
在一些实施例中，计算所述第一时间间隔的步骤包括：
根据所述相邻的列车车轮分别经过所述至少两个非接触式传感器中的同一个非接触式传感器的时刻，确定所述第一时间间隔。
在一些实施例中，确定所述第一时间间隔的步骤包括：
对所述相邻的列车车轮分别经过每个非接触式传感器的参考时间间隔进行算术平均，得到所述参考时间间隔的算术平均值；
将所述参考时间间隔的算术平均值作为所述第一时间间隔。
在一些实施例中，所述非接触式传感器包括光电传感器。
在一些实施例中，所述光电传感器包括激光测距传感器。
在一些实施例中，所述至少两个非接触式传感器位于所述列车轨道的同一侧。
在本公开的另一个方面，提供一种列车轴距检测系统，包括：
至少两个非接触式传感器，设置在列车轨道的外侧，并沿所述列车轨道间隔布置，用于感测运行在所述列车轨道上的列车车轮；
判断单元，用于根据所述至少两个非接触式传感器的感测数据，判断当前是否有 列车车轮经过所述至少两个非接触式传感器；
第一计算单元，用于在所述判断单元确定当前有列车车轮经过所述至少两个非接触式传感器时，根据所述至少两个非接触式传感器的感测数据计算所述列车车轮的移动速度；和
第二计算单元，用于计算相邻的列车车轮经过所述至少两个非接触式传感器中的同一个非接触式传感器的第一时间间隔，并根据所述移动速度和所述第一时间间隔计算所述相邻的列车车轮的轴距。
在一些实施例中，所述至少两个非接触式传感器位于所述列车轨道的同一侧。
在一些实施例中，所述非接触式传感器包括光电传感器。
在一些实施例中，所述光电传感器包括激光测距传感器，所述激光测距传感器的激光光路与所述列车轨道所位于的竖直平面的交点处于所述列车轨道的上表面到所述列车车轮的高度的范围之内。
在一些实施例中，所述激光光路与所述列车轨道垂直。
在一些实施例中，还包括：
安装基座，以预设间距设置在所述列车轨道的外侧；
其中，所述至少两个非接触式传感器沿所述列车轨道的延伸方向间隔地设置在所述安装基座上。
在一些实施例中，所述至少两个非接触式传感器中的两个非接触式传感器的连线与所述列车轨道平行。
在一些实施例中，所述至少两个非接触式传感器相互间的连线共线，并与所述列车轨道平行。
在一些实施例中，所述至少两个非接触式传感器的设置位置与所述列车轨道的距离均相同，或与所述列车轨道的距离不同，并分别对应于不同的所述距离阈值范围。
在一些实施例中，所述至少两个非接触式传感器设置在至少两条列车轨道的同向外侧，所述至少两个非接触式传感器感测的运行在所述至少两条列车轨道的列车车轮的距离值分别对应于不同的距离阈值范围。
在本公开的另一个方面，提供一种列车轴距检测系统，包括：
存储器；和
耦接至所述存储器的处理器，所述处理器被配置为基于存储在所述存储器中的指令，执行前述的列车轴距检测方法。
在本公开的另一个方面，提供一种计算机可读存储介质，其上存储有计算机程序，该程序被处理器执行时实现前述的列车轴距检测方法。
因此，根据本公开实施例，通过设在列车轨道外侧、并沿所述列车轨道间隔布置的非接触式传感器对列车车轮进行感测，并根据感测数据进行移动速度的计算，然后计算相邻列车车轮经过非接触式传感器的时间间隔，并根据移动速度与该市时间间隔进一步计算出列车车轮的轴距。这种轴距检测方式不仅能够实现行驶列车的车轮轴距测量，还能够减少其它因素的影响，因此提高了列车轴距检测的适应性。
附图说明
构成说明书的一部分的附图描述了本公开的实施例，并且连同说明书一起用于解释本公开的原理。
参照附图，根据下面的详细描述，可以更加清楚地理解本公开，其中：
图1是根据本公开列车轴距检测系统的一些实施例的方框示意图。
图2是根据本公开列车轴距检测系统的一些实施例的检测场景示意图；
图3是图2实施例中激光测距传感器的设置示意图。
图4是图2实施例中判断车轮经过的示意图。
图5是根据本公开列车轴距检测方法的一些实施例的流程示意图。
图6是根据本公开列车轴距检测系统的另一些实施例的方框示意图。
应当明白，附图中所示出的各个部分的尺寸并不是按照实际的比例关系绘制的。此外，相同或类似的参考标号表示相同或类似的构件。
具体实施方式
现在将参照附图来详细描述本公开的各种示例性实施例。对示例性实施例的描述仅仅是说明性的，决不作为对本公开及其应用或使用的任何限制。本公开可以以许多不同的形式实现，不限于这里所述的实施例。提供这些实施例是为了使本公开透彻且完整，并且向本领域技术人员充分表达本公开的范围。应注意到：除非另外具体说明，否则在这些实施例中阐述的部件和步骤的相对布置、数字表达式和数值应被解释为仅仅是示例性的，而不是作为限制。
本公开中使用的“第一”、“第二”以及类似的词语并不表示任何顺序、数量或者重要性，而只是用来区分不同的部分。“包括”或者“包含”等类似的词语意指在 该词前的要素涵盖在该词后列举的要素，并不排除也涵盖其他要素的可能。“上”、“下”、“左”、“右”等仅用于表示相对位置关系，当被描述对象的绝对位置改变后，则该相对位置关系也可能相应地改变。
在本公开中，当描述到特定器件位于第一器件和第二器件之间时，在该特定器件与第一器件或第二器件之间可以存在居间器件，也可以不存在居间器件。当描述到特定器件连接其它器件时，该特定器件可以与所述其它器件直接连接而不具有居间器件，也可以不与所述其它器件直接连接而具有居间器件。
本公开使用的所有术语(包括技术术语或者科学术语)与本公开所属领域的普通技术人员理解的含义相同，除非另外特别定义。还应当理解，在诸如通用字典中定义的术语应当被解释为具有与它们在相关技术的上下文中的含义相一致的含义，而不应用理想化或极度形式化的意义来解释，除非这里明确地这样定义。
对于相关领域普通技术人员已知的技术、方法和设备可能不作详细讨论，但在适当情况下，所述技术、方法和设备应当被视为说明书的一部分。
在有些相关技术中，使用安装在铁轨上的传感器来测量车轮经过时的信号，进而计算出车轮轴距。而由于列车车轮自身存在磨损或在制造时存在误差，可能会导致列车车轮与铁轨上的传感器的垂直距离不能持续保持一致，从而使传感器所接收的信号也存在差异，进而影响列车轴距的检测结果。另一方面，当列车行驶速度较低时，传感器接收的信号较为微弱，难以进行检测，因此也不适用于低速列车的轴距检测。
有鉴于此，本公开实施例提供一种列车轴距检测方法及系统，能够提高列车车轮轴距检测的适应性。
图1是根据本公开列车轴距检测系统的一些实施例的方框示意图。参考图1，在一些实施例中，列车轴距检测系统包括：至少两个非接触式传感器A,B,C、判断单元30、第一计算单元40和第二计算单元50。至少两个非接触式传感器A,B,C设置在列车轨道的外侧，并沿所述列车轨道间隔布置，用于感测运行在所述列车轨道上的列车车轮。在本实施例中，通过使用至少两个非接触式传感器，可根据不同的非接触式传感器各自感测的信号进行车轮通过的判断和车轮通过时间间隔的计算等。非接触式传感器能够在不接触到被测物体的状态下实现对被测物体的感测，例如基于光、声、磁或者射线等原理实现被测物体特定参数的测量。利用非接触式的传感器对运行在列车轨道上的列车车轮进行感测，能够在实现对处于运动状态的列车的检测的同时，减少相关技术中车轮磨损或制造误差等因素对测量结果的不利影响；并且，还能够实现低 速列车的轴距检测，因此在检测场景的适应性上更好。
在一些实施例中，至少两个非接触式传感器位于所述列车轨道的同一侧，相应的至少两个非接触式传感器能够对列车邻近非接触式传感器的一侧列车车轮进行感测，从而方便传感器的设置，并使距离感测的基准统一化。在另一些实施例中，至少两个非接触式传感器也可以分别位于所述列车轨道的两侧(不包括列车轨道的内侧——位于列车轨道的双轨之间)。两侧的非接触式传感器可以分别以同一车轴的两端列车车轮分别作为感测基准。
在一些实施例中，可采用光电元件作为检测元件的传感器，即非接触式传感器包括光电传感器，其借助光电元件将感测的光信号转换成电信号进行输出。更进一步地，光电传感器可包括能够实现测距功能的激光测距传感器，其可根据需要仅设置在列车轨道的一侧，而且基于其光线集中的特点能够实现较远距离的测量，并能够排除外部光线环境对测量结果的不利影响。在另一些实施例中，光电传感器还可包括光电对射传感器等。
在三个或三个以上的非接触式传感器中，可设置部分的非接触式传感器作为冗余的非接触式传感器，在发生故障时能够与故障的非接触式传感器进行切换，以确保检测的持续性。
在本实施例中，判断单元30用于根据所述至少两个非接触式传感器的感测数据，判断当前是否有列车车轮经过所述至少两个非接触式传感器。基于至少两个非接触式传感器的感测数据来确定列车车轮通过，可以避免一些特殊情况导致的检测错误。例如，当有其他物体短时间进入某个非接触式传感器的感测范围或者某个非接触式传感器的自身发生错误或故障时，多个非接触式传感器的感测数据通常与列车车轮依次经过各个非接触式传感器的规律性存在差异，从而可以有效地排除掉不是列车车轮通过的情形。
对于可测距的非接触式传感器来说，判断单元30在进行判断时，可将至少两个非接触式传感器当前感测的列车车轮的距离值分别与预设的距离阈值范围进行比较。当各个非接触式传感器感测的距离值均处于距离阈值范围内，则可确定当前有列车车轮经过所述至少两个非接触式传感器。这里的距离阈值范围可根据非接触式传感器与进入到非接触式传感器的感测范围的列车车轮的实际距离预先确定。
在一些实施例中，为了计算方便，可使至少两个非接触式传感器的设置位置与所述列车轨道的距离均相同，这样各个非接触式传感器到列车车轮的距离也是相同的， 从而设置统一的距离阈值范围即可。而在另一些实施例中，也可以使至少两个非接触式传感器中的部分或全部非接触式传感器到列车轨道的距离不同，相应的可设置距离不同的非接触式传感器对应于不同的距离阈值范围。
另外，至少两个非接触式传感器也不仅限于对通过单条列车轨道(包括两根铁轨)的列车车轮的检测，也可适用于通过多条列车轨道的列车车轮的检测。当并排的多条列车轨道中的某一条列车轨道有列车通过时，可以通过至少两个非接触式传感器对该条列车轨道上运行的列车车轮进行感测。相应的，对于不同的列车轨道上运行的列车车轮，非接触式传感器所感测的距离值对应于不同的距离阈值范围。例如，对于靠近非接触式传感器一侧的列车轨道来说，其对应的距离阈值范围相对较小，而远离非接触式传感器一侧的列车轨道对应的距离阈值范围相对较大。
在判断单元30确定了当前有列车车轮经过所述至少两个非接触式传感器时，第一计算单元40用于根据所述至少两个非接触式传感器的感测数据计算所述列车车轮的移动速度。具体来说，第一计算单元可先根据所述列车车轮分别经过所述至少两个非接触式传感器中每个非接触式传感器的时刻，计算所述列车车轮经过各个非接触式传感器的第二时间间隔。
举例来说，如果根据非接触式传感器的感测数据可确定某个列车车轮分别经过的三个非接触式传感器的时刻为T 1、T 2和T 3，则可进一步计算出列车车轮经过前两个非接触式传感器的时间间隔为T 12＝T 2-T 1，经过后两个非接触式传感器的时间间隔为T 23＝T 3-T 2。根据需要，也可计算出列车车轮经过第一个和最后一个非接触式传感器的时间间隔T 13＝T 3-T 1。
由于在设置非接触式传感器时已经确定了各个传感器之间的设置距离，则第一计算单元40可根据计算出的所述第二时间间隔和各个非接触式传感器之间的设置距离，计算所述列车车轮的移动速度。
在计算列车车轮的移动速度时，可以选择列车车轮经过某两个非接触式传感器m、n的第二时间间隔T mn和对应的设置距离L mn进行计算。假设该两个非接触式传感器的连线与列车轨道平行，则可计算出列车车轮的移动速度v＝L mn/T mn。
为了增加移动速度计算的可靠性，在计算所述移动速度时还可包括：对根据所述列车车轮经过每两个非接触式传感器的所述第二时间间隔计算出的参考移动速度进行算术平均，并将计算得到的所述参考移动速度的算术平均值作为所述列车车轮的移动速度。举例来说，在确定了某个列车车轮分别经过三个非接触式传感器中的每两个 非接触式传感器的第二时间间隔分别为T 12、T 23和T 13，且对应的非接触式传感器设置距离分别为L 12、L 23和L 13。在确定移动速度时，可计算出三个参考移动速度，分别为v 12、v 23和v 13。然后，计算各个参考移动速度的算术平均值，并将其提供给第二计算单元50，作为计算轴距时使用的移动速度，即v＝(v 12+v 23+v 13)/3。
第二计算单元50用于计算相邻的列车车轮经过所述至少两个非接触式传感器中的同一个非接触式传感器的第一时间间隔，并根据所述移动速度和所述第一时间间隔计算所述相邻的列车车轮的轴距。在计算第一时间间隔时，可选择某一个非接触式传感器感测相邻两个列车车轮经过时对应的两个时刻T a和T b。基于这两个时刻T a和T b，可计算出相邻两个车轮依次经过该非接触式传感器的时间间隔T ab＝T b-T a。第二计算单元50根据计算得到的时间间隔T ab和第一计算模块40确定的移动速度v，可求出相邻两个列车车轮的轴距W＝v*T ab。
为了增加轴距计算的可靠性，在计算所述第一时间间隔时还可包括：对所述相邻的列车车轮分别经过每个非接触式传感器的参考时间间隔进行算术平均，并将计算得到的所述参考时间间隔的算术平均值作为所述第一时间间隔。举例来说，在确定相邻两个列车车轮中的第一个经过三个非接触式传感器A、B、C的时刻分别为T Aa、T Ba和T Ca，第二个经过该三个非接触式传感器A、B、C的时刻分别为T Ab、T Bb和T Cb。进一步可分别计算出相邻两个列车车轮分别经过每个非接触式传感器A、B、C的参考时间间隔分别为T A、T B和T C。然后，计算各个参考时间间隔的算术平均值T＝(T A+T B+T C)/3，并将其作为计算轴距时使用的第一时间间隔。
图2是根据本公开列车轴距检测系统的一些实施例的检测场景示意图。图3是图2实施例中激光测距传感器的设置示意图。图4是图2实施例中判断车轮经过的示意图。参考图2-图4，在一些实施例中，多个非接触式传感器A、B、C沿所述列车轨道1间隔布置在列车轨道1的外侧，与列车轨道1保持预设的距离。多个非接触式传感器A、B、C位于列车轨道1的同一侧。该非接触式传感器为激光测距传感器。这种非接触式传感器可通过激光二极管对准特定目标发射激光脉冲，激光经目标反射后向各方向散射，其中部分散射光会被激光测距传感器的接收器所接收。根据激光发射和接收的时间可计算出目标到激光测距传感器的距离D A、D B、D C。激光测距传感器在应用到本实施例时，能够通过测量进入其感测范围的列车车轮的距离是否在预设的阈值范围[D min，D max]内，来确定是否有列车车轮通过该激光测距传感器。
在设置多个激光测距传感器时，可分别将各个激光测距传感器的激光发射端指向 列车轨道。为了有效地实现列车车轮的检测，则可使激光测距传感器的发射激光光路4与所述列车轨道1所位于的竖直平面(即列车轨道1中的一个轨道，例如邻近激光测距传感器一侧的轨道，所在并与水平面垂直的平面)的交点处于所述列车轨道1的上表面到所述列车车轮3的高度的范围之内。换句话说，使得列车车轮3在通过设置激光测距传感器的路段时，能够依次通过各个激光测距传感器的感测范围。
列车的每个车轴通常设有至少两个列车车轮。当同轴的两个列车车轮在不同时刻被激光测距传感器感测到，可能会增加检测和计算的难度，因此在一些实施例中可使激光测距传感器发射的激光光路与所述列车轨道垂直，以便使激光测距传感器仅对邻近激光测距传感器一侧的列车车轮进行检测。当然，在另一些实施例中，也可基于其它因素使激光测距传感器发射的激光光路与所述列车轨道不垂直。
参考图2和图3，在一些实施例中，列车轴距检测系统还可包括安装基座2。安装基座2以预设间距设置在所述列车轨道的外侧，即设置在列车轨道1的外侧预设间距D的位置。至少两个非接触式传感器可沿所述列车轨道1的延伸方向间隔地设置在所述安装基座2上。例如在图3中的非接触式传感器A、B、C从左到右间隔地设置在安装基座2上。安装后的非接触式传感器A、B、C各自的间距分别为L 12、L 23和L 13。为了计算方便，可以设置相邻的非接触式传感器的间距L 12、L 23相等。
另外，在图3的实施例中，还可设置至少两个非接触式传感器的连线中的两个非接触式传感器与所述列车轨道平行。更进一步地，可使至少两个非接触式传感器相互间的连线共线，并与列车轨道平行。这样可使得所述至少两个非接触式传感器的设置位置与所述列车轨道的距离均相同，并采用相同的距离阈值范围。
在另一些实施例中，非接触式传感器间的连线可以与列车轨道不平行。相应的，在计算列车车轮的移动速度时，则按照两个非接触式传感器的连线在列车轨道上的投影来确定列车车轮经过该两个非接触式传感器时的移动距离。并且，所述至少两个非接触式传感器的设置位置与所述列车轨道的距离不同，并分别对应于不同的所述距离阈值范围。
在一些实施例中，至少两个非接触式传感器可以设置在至少两条列车轨道的同向外侧。对于可测距的非接触式传感器来说，至少两个非接触式传感器可以实现运行在两条以上的列车轨道的列车的轴距检测。相应的，至少两个非接触式传感器与不同的列车轨道的距离有所不同，且至少两个非接触式传感器感测的运行在所述至少两条列车轨道的列车车轮的距离值分别对应于不同的距离阈值范围。
以激光测距传感器为例，对于靠近激光测距传感器一侧的列车轨道，至少两个激光测距传感器感测的列车车轮的距离值对应的距离阈值范围相对较小。而对于远离激光测距传感器一侧的列车轨道，至少两个激光测距传感器感测的列车车轮的距离值对应的距离阈值范围相对较大。也就是说，激光测距传感器感测的运行在所述至少两条列车轨道的列车车轮的距离值分别对应于不同的距离阈值范围。
参考前述的列车轴距检测系统，本公开实施例还提供了列车轴距检测方法的多个实施例。图5是根据本公开列车轴距检测方法的一些实施例的流程示意图。参考图5，在一些实施例中，列车轴距检测方法包括步骤100-步骤400。在步骤100中，根据设置在列车轨道的外侧、并沿所述列车轨道间隔布置的至少两个非接触式传感器的感测数据，判断当前是否有列车车轮经过所述至少两个非接触式传感器。对于可测距的非接触式传感器来说，可将所述至少两个非接触式传感器当前感测的所述列车车轮的距离值分别与预设的距离阈值范围进行比较。当所述距离值均处于所述距离阈值范围内，则确定当前有列车车轮经过所述至少两个非接触式传感器。
在步骤200中，当确定当前有列车车轮经过所述至少两个非接触式传感器时，根据所述至少两个非接触式传感器的感测数据计算所述列车车轮的移动速度。具体来说，可根据所述列车车轮分别经过所述至少两个非接触式传感器中每个非接触式传感器的时刻，计算所述列车车轮经过各个非接触式传感器的第二时间间隔。然后，根据所述第二时间间隔和各个非接触式传感器之间的设置距离，确定所述列车车轮的移动速度。
进一步地，确定所述移动速度的步骤可包括：根据所述列车车轮经过任意两个非接触式传感器的所述第二时间间隔计算出多个参考移动速度，对多个参考移动速度进行算术平均，得到所述参考移动速度的算术平均值。然后，将参考移动速度的算术平均值作为所述列车车轮的移动速度。
在步骤300中，计算相邻的列车车轮经过所述至少两个非接触式传感器中的同一个非接触式传感器的第一时间间隔。具体来说，可根据所述相邻的列车车轮分别经过所述至少两个非接触式传感器中的同一个非接触式传感器的时刻，确定所述第一时间间隔。进一步地，确定所述第一时间间隔的步骤可包括：对所述相邻的列车车轮分别经过每个非接触式传感器的参考时间间隔进行算术平均，得到所述参考时间间隔的算术平均值。然后，将所述参考时间间隔的算术平均值作为所述第一时间间隔。
在步骤400中，根据所述移动速度和所述第一时间间隔计算所述相邻的列车车轮 的轴距。上述步骤可由与一个或多个与非接触式传感器进行通信的本地服务器或远程服务平台执行。而距离阈值范围可预先存储在本地服务器或远程服务平台。
图6是根据本公开列车轴距检测系统的另一些实施例的方框示意图。参考图6，在一些实施例中，列车轴距检测系统包括：存储器60和耦接至所述存储器的处理器70。处理器70被配置为基于存储在所述存储器60中的指令，执行前述任一种的列车轴距检测方法的实施例。
本公开实施例还提供了一种计算机可读存储介质，其上存储有计算机程序，该程序被处理器执行时实现前述任一种的列车轴距检测方法的实施例。
本说明书中多个实施例采用递进的方式描述，各实施例的重点有所不同，而各个实施例之间相同或相似的部分相互参见即可。对于方法实施例而言，由于其整体以及涉及的步骤与系统实施例中的内容存在对应关系，因此描述的比较简单，相关之处参见系统实施例的部分说明即可。
至此，已经详细描述了本公开的各实施例。为了避免遮蔽本公开的构思，没有描述本领域所公知的一些细节。本领域技术人员根据上面的描述，完全可以明白如何实施这里公开的技术方案。
虽然已经通过示例对本公开的一些特定实施例进行了详细说明，但是本领域的技术人员应该理解，以上示例仅是为了进行说明，而不是为了限制本公开的范围。本领域的技术人员应该理解，可在不脱离本公开的范围和精神的情况下，对以上实施例进行修改或者对部分技术特征进行等同替换。本公开的范围由所附权利要求来限定。

Claims (21)

  1. 一种列车轴距检测方法，包括：
    根据设置在列车轨道的外侧、并沿所述列车轨道间隔布置的至少两个非接触式传感器的感测数据，判断当前是否有列车车轮经过所述至少两个非接触式传感器；
    在确定当前有列车车轮经过所述至少两个非接触式传感器时，根据所述至少两个非接触式传感器的感测数据计算所述列车车轮的移动速度，并计算相邻的列车车轮经过所述至少两个非接触式传感器中的同一个非接触式传感器的第一时间间隔；
    根据所述移动速度和所述第一时间间隔计算所述相邻的列车车轮的轴距。
  2. 根据权利要求1所述的列车轴距检测方法，其中，判断步骤包括：
    将所述至少两个非接触式传感器当前感测的所述列车车轮的距离值分别与预设的距离阈值范围进行比较；
    当所述距离值均处于所述距离阈值范围内，则确定当前有列车车轮经过所述至少两个非接触式传感器。
  3. 根据权利要求1所述的列车轴距检测方法，其中，计算所述移动速度的步骤包括：
    根据所述列车车轮分别经过所述至少两个非接触式传感器中每个非接触式传感器的时刻，计算所述列车车轮经过各个非接触式传感器的第二时间间隔；
    根据所述第二时间间隔和各个非接触式传感器之间的设置距离，确定所述列车车轮的移动速度。
  4. 根据权利要求3所述的列车轴距检测方法，其中，确定所述移动速度的步骤包括：
    根据所述列车车轮经过任意两个非接触式传感器的所述第二时间间隔计算出多个参考移动速度；
    对所述多个参考移动速度进行算术平均，得到所述参考移动速度的算术平均值；
    将所述参考移动速度的算术平均值作为所述列车车轮的移动速度。
  5. 根据权利要求3所述的列车轴距检测方法，其中，计算所述第一时间间隔的步骤包括：
    根据所述相邻的列车车轮分别经过所述至少两个非接触式传感器中的同一个非接触式传感器的时刻，确定所述第一时间间隔。
  6. 根据权利要求5所述的列车轴距检测方法，其中，确定所述第一时间间隔的步骤包括：
    对所述相邻的列车车轮分别经过每个非接触式传感器的参考时间间隔进行算术平均，得到所述参考时间间隔的算术平均值；
    将所述参考时间间隔的算术平均值作为所述第一时间间隔。
  7. 根据权利要求1所述的列车轴距检测方法，其中，所述非接触式传感器包括光电传感器。
  8. 根据权利要求7所述的列车轴距检测方法，其中，所述光电传感器包括激光测距传感器。
  9. 根据权利要求1～8任一所述的列车轴距检测方法，其中，所述至少两个非接触式传感器位于所述列车轨道的同一侧。
  10. 一种列车轴距检测系统，包括：
    至少两个非接触式传感器，设置在列车轨道的外侧，并沿所述列车轨道间隔布置，用于感测运行在所述列车轨道上的列车车轮；
    判断单元，用于根据所述至少两个非接触式传感器的感测数据，判断当前是否有列车车轮经过所述至少两个非接触式传感器；
    第一计算单元，用于在所述判断单元确定当前有列车车轮经过所述至少两个非接触式传感器时，根据所述至少两个非接触式传感器的感测数据计算所述列车车轮的移动速度；和
    第二计算单元，用于计算相邻的列车车轮经过所述至少两个非接触式传感器中的同一个非接触式传感器的第一时间间隔，并根据所述移动速度和所述第一时间间隔计算所述相邻的列车车轮的轴距。
  11. 根据权利要求10所述的列车轴距检测系统，其中，所述至少两个非接触式传感器位于所述列车轨道的同一侧。
  12. 根据权利要求11所述的列车轴距检测系统，其中，所述非接触式传感器包括光电传感器。
  13. 根据权利要求12所述的列车轴距检测系统，其中，所述光电传感器包括激光测距传感器，所述激光测距传感器的激光光路与所述列车轨道所位于的竖直平面的交点处于所述列车轨道的上表面到所述列车车轮的高度的范围之内。
  14. 根据权利要求13所述的列车轴距检测系统，其中，所述激光光路与所述列 车轨道垂直。
  15. 根据权利要求10～14任一所述的列车轴距检测系统，还包括：
    安装基座，以预设间距设置在所述列车轨道的外侧；
    其中，所述至少两个非接触式传感器沿所述列车轨道的延伸方向间隔地设置在所述安装基座上。
  16. 根据权利要求15所述的列车轴距检测系统，其中，所述至少两个非接触式传感器中的两个非接触式传感器的连线与所述列车轨道平行。
  17. 根据权利要求16所述的列车轴距检测系统，其中，所述至少两个非接触式传感器相互间的连线共线，并与所述列车轨道平行。
  18. 根据权利要求10～14任一所述的列车轴距检测系统，其中，所述至少两个非接触式传感器的设置位置与所述列车轨道的距离均相同，或与所述列车轨道的距离不同，并分别对应于不同的所述距离阈值范围。
  19. 根据权利要求10～14任一所述的列车轴距检测系统，其中，所述至少两个非接触式传感器设置在至少两条列车轨道的同向外侧，所述至少两个非接触式传感器感测的运行在所述至少两条列车轨道的列车车轮的距离值分别对应于不同的距离阈值范围。
  20. 一种列车轴距检测系统，包括：
    存储器；和
    耦接至所述存储器的处理器，所述处理器被配置为基于存储在所述存储器中的指令，执行如权利要求1～9任一所述的列车轴距检测方法。
  21. 一种计算机可读存储介质，其上存储有计算机程序，该程序被处理器执行时实现如权利要求1～9任一所述的列车轴距检测方法。
PCT/CN2019/089522 2018-07-11 2019-05-31 列车轴距检测方法及系统 Ceased WO2020010962A1 (zh)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP19812656.7A EP3626574B1 (en) 2018-07-11 2019-05-31 Train wheelbase detection method and system

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN201810756122.1 2018-07-11
CN201810756122.1A CN108674442B (zh) 2018-07-11 2018-07-11 列车轴距检测方法及系统

Publications (1)

Publication Number Publication Date
WO2020010962A1 true WO2020010962A1 (zh) 2020-01-16

Family

ID=63813893

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2019/089522 Ceased WO2020010962A1 (zh) 2018-07-11 2019-05-31 列车轴距检测方法及系统

Country Status (4)

Country Link
EP (1) EP3626574B1 (zh)
CN (1) CN108674442B (zh)
BR (1) BR102019014301B1 (zh)
WO (1) WO2020010962A1 (zh)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113624140A (zh) * 2020-07-27 2021-11-09 北京镭格之光测量技术有限公司 一种轨道车辆轮饼参数在线测量装置及方法

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108674442B (zh) * 2018-07-11 2023-11-10 同方威视技术股份有限公司 列车轴距检测方法及系统
ES2925664T3 (es) 2019-07-19 2022-10-19 Frauscher Sensortechnik GmbH Método para medir el desgaste de un riel y sistema de evaluación
CN110595804B (zh) * 2019-10-09 2024-03-01 哈尔滨市科佳通用机电股份有限公司 铁路货车走行部故障智能检测系统
CN111044751B (zh) * 2019-12-31 2021-01-19 神州高铁技术股份有限公司 测速方法、存储介质、轨边检测系统
CN112455501A (zh) * 2020-10-21 2021-03-09 中铁第四勘察设计院集团有限公司 一种铁路车辆轮轴间距超长检测系统及方法
CN113573012B (zh) * 2021-06-08 2024-05-07 四川临丰医疗科技有限公司 一种基于大数据的药品安全智能检测预警与管理系统
CN115140118A (zh) * 2022-07-15 2022-10-04 北京全路通信信号研究设计院集团有限公司 一种计轴方法及系统

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1279581A1 (de) * 2001-07-16 2003-01-29 Siemens Aktiengesellschaft Vorrichtung zur externen Zuglängenmessung
CN102765408A (zh) * 2012-07-25 2012-11-07 贯威 一种检测轮式物体通过的方法及装置
CN103661487A (zh) * 2012-09-26 2014-03-26 同方威视技术股份有限公司 具有改进的辐射防护的列车安全检查系统及方法
CN107826145A (zh) * 2017-11-01 2018-03-23 哈尔滨铁路科研所科技有限公司 基于车轮传感器检测阵的车辆作业情况检测方法
CN108674442A (zh) * 2018-07-11 2018-10-19 同方威视技术股份有限公司 列车轴距检测方法及系统
CN208602495U (zh) * 2018-07-11 2019-03-15 同方威视技术股份有限公司 列车轴距检测系统

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DK158079C (da) * 1986-10-13 1990-09-24 Caltronic As Anlaeg til sporbaseret aftastning af hjulprofilen paa forbikoerende jernbanehjul
CN101468651B (zh) * 2007-12-27 2011-03-23 同方威视技术股份有限公司 火车车辆信息自动识别方法和系统
CN101219672B (zh) * 2008-01-16 2010-09-08 北京交通大学 基于激光的车轮直径非接触式动态测量方法
CN201633749U (zh) * 2010-05-21 2010-11-17 岳阳千盟电子有限公司 用于轨道式运输车辆的磁钢检测装置
CN102565450A (zh) * 2012-02-13 2012-07-11 山西太钢不锈钢股份有限公司 一种轨道车车速和来车方向检测方法
US10866195B2 (en) * 2016-04-08 2020-12-15 Canadian National Railway Company Wheel integrity monitoring system

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1279581A1 (de) * 2001-07-16 2003-01-29 Siemens Aktiengesellschaft Vorrichtung zur externen Zuglängenmessung
CN102765408A (zh) * 2012-07-25 2012-11-07 贯威 一种检测轮式物体通过的方法及装置
CN103661487A (zh) * 2012-09-26 2014-03-26 同方威视技术股份有限公司 具有改进的辐射防护的列车安全检查系统及方法
CN107826145A (zh) * 2017-11-01 2018-03-23 哈尔滨铁路科研所科技有限公司 基于车轮传感器检测阵的车辆作业情况检测方法
CN108674442A (zh) * 2018-07-11 2018-10-19 同方威视技术股份有限公司 列车轴距检测方法及系统
CN208602495U (zh) * 2018-07-11 2019-03-15 同方威视技术股份有限公司 列车轴距检测系统

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113624140A (zh) * 2020-07-27 2021-11-09 北京镭格之光测量技术有限公司 一种轨道车辆轮饼参数在线测量装置及方法

Also Published As

Publication number Publication date
CN108674442B (zh) 2023-11-10
EP3626574A4 (en) 2021-03-17
EP3626574A1 (en) 2020-03-25
BR102019014301B1 (pt) 2024-01-23
EP3626574B1 (en) 2026-04-22
CN108674442A (zh) 2018-10-19
BR102019014301A2 (pt) 2020-01-28

Similar Documents

Publication Publication Date Title
WO2020010962A1 (zh) 列车轴距检测方法及系统
CN104040369B (zh) 用于在车辆中不依赖于车轮的速度测量的方法和设备
KR102030457B1 (ko) 거리 검출 센서 시간 변이 보상 장치 및 방법
CN205619890U (zh) 基于激光测距技术的车辆长宽高测量装置
WO2019076364A1 (zh) 一种激光轨道平顺度检测装置及方法
CN205230369U (zh) 一种基于tof相机的停车位检测系统
US10223793B1 (en) Laser distance measuring method and system
CN103954222A (zh) 一种车辆轮廓及轴距自动测量系统及测量算法
CN103350707B (zh) 一种轨道接近开关列车测速系统及其测速方法
CN110871826A (zh) 列车定位控制系统及方法
CN106114553B (zh) 一种铁路检测车平台晃动的光电动态测量方法
CN205113362U (zh) 检测铁路货车车厢数量的装置
CN102539084A (zh) 一种基于时差定位原理的气体泄漏点扫描仪
CN106646482A (zh) 输电线距离检测方法、装置及系统
CN104773430A (zh) 一种自动化立体仓库定位控制系统及其控制方法
WO2020253199A1 (zh) 悬挂式磁悬浮轨道空间结构件数据采集系统及判定方法
CN103507832B (zh) 一种轨道几何尺寸检测装置
CN104267205B (zh) 一种道路车辆行驶速度垂向测速仪及方法
CN207817005U (zh) 车辆速度测量装置
CN203037664U (zh) 一种激光测速仪
CN106483965A (zh) 基于磁钉纠偏与位置编码器辅助的惯性组合导航系统
CN208602495U (zh) 列车轴距检测系统
CN109532941B (zh) 高铁无砟轨道路面信息的非接触式探测方法
TWI674424B (zh) 裝設於車輛後照鏡之雷達偵測裝置
CN112622989B (zh) 一种基于振动信号的列车定位装置以及方法

Legal Events

Date Code Title Description
ENP Entry into the national phase

Ref document number: 2019812656

Country of ref document: EP

Effective date: 20191209

NENP Non-entry into the national phase

Ref country code: DE