Ramp detection and outer rail superelevation real-time monitoring and early warning system for rail operation vehicle

Abstract

The invention belongs to the technical field of ramp detection and outer rail superelevation monitoring, and particularly relates to a ramp detection and outer rail superelevation real-time monitoring and early warning system for a rail operation vehicle, which comprises an independent power supply system and a power supply control module, the system further comprises a tilt angle sensor used for collecting the tilt angle of the operation vehicle in real time, a line parameter obtaining module used for obtaining line curve radius R data, a vehicle speed detection module used for obtaining the current vehicle speed in real time, a ramp and outer rail superelevation real-time monitoring module, a traction force demand calculation module and an early warning module with a display function. Optimization and integration are carried out according to application scenes, the actual outer rail superelevation can be monitored in real time, the optimal passing traction force of the current road section can be dynamically calculated and prompted according to the monitored actual outer rail superelevation, and comprehensive improvement can be achieved in multiple dimensions such as driving safety, running stability, working efficiency, line maintenance and system adaptation.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of slope detection and outer rail super-elevation monitoring, and particularly relates to a slope detection and outer rail super-elevation real-time monitoring and early warning system for a track maintenance vehicle. BACKGROUND

[0002] The track maintenance vehicle is a key equipment in daily maintenance and construction of a railway, and its operation safety and stability are crucial. When passing a curve section or a slope, the outer rail super-elevation and the track slope will directly affect the stress state of the vehicle. For the track maintenance vehicle, the core requirement is to ensure sufficient traction to prevent the vehicle from sliding when moving at low speed or operating at a fixed point, and to maintain the stability of the vehicle body and prevent the risk of overturning when passing a curve section with large super-elevation.

[0003] Currently, the driver of the track maintenance vehicle mainly relies on experience to judge the road conditions, and lacks quantitative perception of real-time slope and super-elevation data. The existing technology lacks a lightweight auxiliary system that can integrate real-time monitoring of track conditions, calculation of required traction for operation, and automatic activation of safety support when the super-elevation exceeds the limit.

[0004] To solve the above problems, the present application designs a slope detection and outer rail super-elevation real-time monitoring and early warning system for a track maintenance vehicle. SUMMARY

[0005] To solve the problems of the prior art mentioned in the background, the present application proposes a slope detection and outer rail super-elevation real-time monitoring and early warning system for a track maintenance vehicle, which can monitor the actual outer rail super-elevation and track slope in real time, and can obtain the optimal actual traction required for overcoming resistance, preventing rear sliding, or achieving smooth starting under the current slope and curve conditions based on the monitoring results, the basic resistance of the vehicle in operation, and the current track curve radius data R obtained by the track parameter acquisition module The evaluation calculation and optimization suggestions are generated to solve the problems in the background.

[0006] To achieve the above purpose, the present application provides a slope detection and outer rail super-elevation real-time monitoring and early warning system for a track maintenance vehicle, which includes an independent power supply system and a power supply control module, and further includes an inclination sensor for real-time acquisition of the inclination angle of the track maintenance vehicle, a track parameter acquisition module for obtaining track curve radius R data, a vehicle speed detection module for real-time acquisition of the current vehicle speed , a slope and outer rail super-elevation real-time monitoring module, a hydraulic support mechanism, a traction demand calculation module, and an early warning module with display function. The slope and outer rail super-elevation real-time monitoring module is used to receive the angle signal acquired by the inclination sensor, to calculate the slope P and the outer rail super-elevation value H in real time, and to realize real-time monitoring of the slope and the outer rail super-elevation. The hydraulic support mechanism is used to support the track maintenance vehicle when the outer rail superelevation value H monitored by the slope and outer rail superelevation real-time monitoring module exceeds the preset maximum threshold, so as to prevent the track maintenance vehicle from toppling over; The traction demand calculation module is used to calculate the optimal actual traction force required by the vehicle to overcome resistance, prevent rear sliding or achieve smooth starting under the current slope and curve conditions based on the basic resistance of the vehicle in operation, the monitoring result of the outer rail superelevation real-time monitoring module and the current line curve radius data R obtained by the line parameter acquisition module The evaluation calculation is performed, and the specific steps are as follows: Step S1, obtaining the basic resistance of the vehicle in operation, the slope P and the current line curve radius data R; Step S2, calling the formula to calculate the ideal minimum traction force of the current section The calculation formula of the ideal minimum traction force is as follows: ; Wherein is the total weight of the vehicle, is the gravitational acceleration, which is 9.8, is the basic running resistance coefficient of the vehicle, which represents the inherent resistance generated due to bearing friction, wheel-rail rolling friction and the like on a flat straight track, is a curve resistance empirical coefficient with a unit of meter, which is a coefficient for converting the curve radius into an equivalent slope; Step S3, the system calculates the optimal actual traction force based on the calculated ideal minimum traction force , and in combination with the formula , wherein is a safety factor, which is used to cope with uncertainties such as fluctuations in friction coefficient and changes in wheel-rail adhesion conditions; Step S4, the optimal actual traction force is transmitted to the warning module with a display function for voice and text prompts.

[0007] On the basis of the above scheme, the slope and outer rail superelevation real-time monitoring module receives the angle signals collected by the inclination sensor, and real-time calculates the slope P and the outer rail superelevation value H. The calculation formulas of the slope P and the outer rail superelevation value H are as follows: ; ; Wherein G is a configurable track gauge parameter, and the default track gauge in China is 1435, and are the track longitudinal laying inclination angle and the inclination angle of the outer rail relative to the inner rail measured by the inclination sensor.

[0008] Preferably based on the above scheme, the early warning module with display function is used to display the slope, the outer rail super-elevation and the traction force optimization suggestion, and give voice prompt when overspeed or underspeed occurs.

[0009] Preferably based on the above scheme, the early warning module with display function is installed in the cab through an adjustable support, and the display angle can be adjusted to meet the ergonomics and facilitate the driver to observe.

[0010] Preferably based on the above scheme, the outer rail super-elevation threshold is set to 120mm, and the early warning module with display function gives outer rail super-elevation alarm when the threshold is exceeded, triggers the super-elevation safety voice prompt, and synchronously sends the fault point information to the terminal system for position marking.

[0011] Preferably based on the above scheme, the independent power supply system is independent of the driving circuit and does not affect the normal operation of the vehicle.

[0012] Preferably based on the above scheme, the power control module is used to control the on-off of the slope and outer rail super-elevation real-time monitoring module through a platform changeover switch.

[0013] Preferably based on the above scheme, the line parameter acquisition module dynamically retrieves the curve radius R of the current line section through Beidou positioning and electronic map matching.

[0014] Preferably based on the above scheme, when the vehicle is parked on the slope and the current vehicle speed is less than 0.5Vmax, the system calculates the possible maximum slope at this position in combination with the design data and real-time measurement, performs preliminary calculation, and gives traction force recommendation in advance when the driver starts the working vehicle to ensure sufficient traction force at the start.

[0015] Preferably based on the above scheme, , , are all configurable parameters, which can be calibrated and optimized on site according to different vehicle models and different line environments such as tunnels and humid areas.

[0016] Compared with the prior art, the present application has the following beneficial effects: Firstly, the present application measures the longitudinal laying inclination angle of the track and the transverse laying inclination angle of the outer rail relative to the inner rail through the inclination sensor, then converts the concept through the trigonometric function in mathematics, and after modification, the slope value and the outer rail super-elevation value can be directly obtained from the inclination angle measured by the inclination sensor, and then the ideal minimum traction force of the current curve section is dynamically calculated according to the actual slope value, the actual curve radius data of the current section and the basic resistance of the vehicle operation Then combine with the formula Calculate the optimal actual traction force Ultimately, the best actual traction force The optimization suggestions are transmitted to the warning module with display function for voice and text prompts. Through integrated real-time perception, intelligent calculation and active warning, the traction force of the curve section can be calculated and guided to prevent the vehicle from stalling or rolling backward. When the outer rail superelevation H exceeds the preset maximum threshold of 120mm, the warning module with display function provides voice and text prompts. The control system can control the hydraulic support mechanism to deploy to support the track work vehicle and prevent it from tipping over. At the same time, the track work vehicle will be limited to a low speed of less than 10 km / h. When the outer rail superelevation H is lower than the preset maximum threshold of 120mm, the warning module with display function will also provide voice and text prompts. At this time, the control system can control the hydraulic support mechanism to retract. After the hydraulic support mechanism is retracted, it will press and trigger an induction switch. After the induction switch is triggered, the speed limit of the work vehicle is lifted. This can effectively improve the stability and safety of the track work vehicle operation. It can achieve comprehensive improvement in multiple dimensions such as driving safety, smooth operation, work efficiency, line maintenance and system adaptation. Attached Figure Description

[0017] The accompanying drawings are provided to further illustrate the invention and form part of the specification. They are used in conjunction with embodiments of the invention to explain the invention and do not constitute a limitation thereof. In the drawings: Figure 1 This is a system block diagram of a real-time monitoring and early warning system for ramp detection and outer rail over-elevation of a track operation vehicle according to the present invention. Detailed Implementation

[0018] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0019] Example: To address the technical problems raised in the background art, this application provides a preferred embodiment: such as Figure 1 As shown, a real-time monitoring and early warning system for slope detection and outer rail over-elevation of a track maintenance vehicle includes an independent power supply system and a power control module. It also includes an inclination sensor for real-time acquisition of the vehicle's tilt angle, a track parameter acquisition module for acquiring track curve radius R data, and a module for real-time acquisition of the current vehicle speed. The vehicle speed detection module, the slope and outer rail super height real-time monitoring module, the hydraulic support mechanism, the traction demand calculation module and the early warning module with display function are provided. The slope and outer rail super height real-time monitoring module is used for receiving the angle signal collected by the inclination sensor, and real-time calculating the slope P and the outer rail super height H, so as to realize real-time monitoring of the slope and the outer rail super height. The hydraulic support mechanism is used for supporting the track operation vehicle when the outer rail super height H monitored by the slope and outer rail super height real-time monitoring module exceeds the preset maximum threshold, so as to prevent the track operation vehicle from falling down. The traction demand calculation module is used for calculating the best actual traction force required by the vehicle under the current slope and curve conditions to overcome the resistance, prevent the rear slip or realize the smooth start based on the basic resistance of the vehicle running, the monitoring result of the outer rail super height real-time monitoring module and the current curve radius data R obtained by the line parameter acquisition module. The evaluation calculation is performed, and the specific steps are as follows: Step S1, obtaining the basic resistance of the vehicle running, the slope P and the current curve radius data R of the line; Step S2, calling the formula to calculate the ideal minimum traction force of the current section The calculation formula of the ideal minimum traction force is as follows: ; wherein is the total weight of the vehicle, is the gravity acceleration, taking 9.8, is the basic running resistance coefficient of the vehicle, representing the inherent resistance generated due to bearing friction, wheel-rail rolling friction and the like on a flat straight track, is the curve resistance empirical coefficient, with the unit of meter, which is a coefficient for converting the curve radius into an equivalent slope; Step S3, the system calculates the best actual traction force based on the calculated ideal minimum traction force , and combines the formula to calculate the best actual traction force , wherein is the safety factor, which is used for responding to the uncertainty such as the fluctuation of the friction coefficient and the change of the wheel-rail adhesion condition; Step S4, the best actual traction force is transmitted to the early warning module with display function to give voice and text prompts.

[0020] When in use: the ideal minimum traction force of the current curve section can be dynamically calculated according to the actual slope value monitored, the actual curve radius data of the current section and the basic resistance of the vehicle running, and the best actual traction force the optimal actual tractive force The optimization suggestion is transmitted to the early warning module with display function for voice and text prompt. Through integrated real-time sensing, intelligent calculation and active early warning, the calculation and guidance of the curve segment tractive force can be realized, the vehicle stall or back sliding can be prevented, and the risk of operation by feeling can be avoided.

[0021] It should be noted that the system also includes a storage module and an analysis module. The storage module is used to store historical ramp slope, super-elevation, and optimal actual tractive force optimization suggestion data. The analysis module is used for data analysis to support subsequent operation analysis and optimization. This is prior art and will not be described in detail.

[0022] It should be noted that the formula used in step S2 is as follows. In a straight line segment or a curve segment with a large radius, the ideal minimum tractive force is calculated as follows: ; Further, In an optional embodiment, the ramp and outer rail super-elevation real-time monitoring module receives the angle signal collected by the inclination sensor, and calculates the ramp slope P and the outer rail super-elevation value H in real time. The calculation formulas of the ramp slope P and the outer rail super-elevation value H are as follows: ; ; where G is a configurable track gauge parameter, the default track gauge in China is 1435, and are the track longitudinal laying inclination angle measured by the inclination sensor and the inclination angle of the outer rail relative to the inner rail, respectively.

[0023] It should be noted that the ramp slope value and the outer rail super-elevation value can be directly obtained by the inclination angle measured by the inclination sensor through concept conversion by trigonometric functions. Compared with traditional measurement, it is more convenient and accurate. Moreover, during use, the working condition signal acquisition module of the working vehicle collects the local operation signals and working condition forward and reverse signals of the vehicle, and then combines the inclination angle measured by the inclination sensor to determine the slope direction. When the measured inclination angle is greater than 0, the working condition forward display is uphill, and the working condition backward display is downhill. Conversely, when the measured inclination angle is less than 0, the working condition forward display is downhill, and the working condition backward display is uphill. During operation and construction of the working vehicle, the slope parameters of the line are beneficial to the driver's load manipulation, end change manipulation.

[0024] In an optional embodiment, the warning module with display function is used to display the slope, the outer rail super-elevation, and the traction force optimization suggestion. The warning module with display function further comprises a reset button used to manually release the voice alarm after taking or removing the safety measures.

[0025] In an optional embodiment, the warning module with display function is installed in the cab through an adjustable support, and the display angle can be adjusted to meet the ergonomics and facilitate the driver to observe.

[0026] Further more, In an optional embodiment, the outer rail super-elevation threshold is set to 120 mm. When the threshold is exceeded, the warning module with display function performs the outer rail super-elevation alarm, triggers the super-elevation safety voice prompt, and synchronously sends the fault point information to the terminal system for position marking.

[0027] It should be noted that when the outer rail super-elevation value H exceeds the preset maximum threshold of 120 mm, the warning module with display function performs the voice and text prompt. The hydraulic support mechanism can be controlled to expand to support the track maintenance vehicle through the control system to prevent the track maintenance vehicle from falling. At the same time, the track maintenance vehicle is limited to a speed of 10 kilometers per hour or less. When the outer rail super-elevation value H is lower than the preset maximum threshold of 120 mm, the warning module with display function also performs the voice and text prompt. At this time, the hydraulic support mechanism can be controlled to retract through the control system after the safety measures are removed. The reset button can be pressed to release the voice alarm. The hydraulic support mechanism is retracted and reset, and a sensing switch is pressed after the retraction. The sensing switch is triggered, and the vehicle is released from the speed limit after the sensing switch is triggered. The stability and safety of the track maintenance vehicle operation can be effectively improved. The fault point information can be actively alarmed and marked and uploaded. This provides key buffer time and decision support for the driver to respond to line abnormalities and operational risks. It can change passive response to active prevention. In actual use, the outer rail super-elevation can be set to multiple warning threshold values such as warning values and danger values, and can be allowed to be set differently according to different line grades such as high-speed railways, ordinary-speed railways, and heavy-load railways to increase flexibility.

[0028] In an optional embodiment, the independent power supply system is independent of the driving circuit and does not affect the normal operation of the vehicle. The independent power supply system does not interfere with the driving circuit design, ensuring that the operation of the monitoring and warning system is completely independent of the vehicle main control system. This not only guarantees the original operation safety of the vehicle, but also improves the convenience and reliability of the added system.

[0029] In an optional embodiment, the power control module is used to control the on-off of the slope and outer rail super-elevation real-time monitoring module through the platform switch. After the work is completed, the line outer rail super-elevation data is no longer displayed when the platform switch is switched to the neutral gear.

[0030] In an optional embodiment, the line parameter acquisition module matches the Beidou positioning with the electronic map to dynamically retrieve the curve radius R of the current line section.

[0031] It should be noted that: in actual use, the multi-source data fusion scheme of Beidou positioning + electronic map + inertial calculation can be used to ensure the continuous and reliable acquisition of the key parameter curve radius R in poor signal areas such as tunnels and mountainous areas, and enhance the all-weather and all-section availability of the system.

[0032] In an optional embodiment, when the vehicle is parked on a slope and the current vehicle speed The system calculates the possible maximum slope at this position in combination with design data and real-time measurement, performs preliminary calculation, and gives a traction force recommendation in advance when the driver starts the working vehicle, to ensure sufficient traction force when starting.

[0033] It should be noted that: the system can give a confirmatory prompt through voice or screen display when the working vehicle is preparing to start, such as the current working condition, sufficient traction force, and safe start, which can provide the driver with data-based confidence. In some extreme cases with large slope and curve resistance, the system can give a suggestion to start with a larger traction force.

[0034] In an optional embodiment, , , are all configurable parameters that can be calibrated and optimized on site according to different vehicle models and different line environments such as tunnels and humid areas.

[0035] In specific implementation, first, the inclination sensor measures the longitudinal laying inclination angle of the track and the inclination angle of the outer track relative to the inner track; Then, the slope and outer track super-elevation real-time monitoring module receives the angle signal collected by the inclination sensor, calculates the slope P and the outer track super-elevation value H in real time, and displays and alarms through the warning module with display function, realizing real-time monitoring of the slope and the outer track super-elevation. When the outer track super-elevation value H exceeds the preset maximum threshold of 120mm, the control system controls the hydraulic support mechanism to expand to support the track working vehicle, preventing the track working vehicle from tipping over. When the outer track super-elevation value decreases from more than 120mm to less than 120mm, a voice alarm is given that the outer track super-elevation is less than 120mm and the safety measures can be removed, the indicator light changes from red to green, and after the safety measures are removed, the voice alarm can be released by pressing the reset key. After the work is completed, when the switch is in the neutral position, the line outer track super-elevation data is not displayed. Secondly, the ideal minimum tractive force required for overcoming resistance, preventing rearward sliding or achieving smooth start of the vehicle under current slope and curve conditions is calculated by the tractive force demand calculation module based on basic resistance of vehicle operation, monitoring results of the outer rail super-elevation real-time monitoring module and current curve radius data R obtained by the line parameter acquisition module Evaluation calculation is performed; Then, the optimal actual tractive force is calculated by combining the formula The optimal actual tractive force The optimal actual tractive force The optimization suggestion is transmitted to the early warning module with display function for voice and text prompt. The optimal actual tractive force optimization suggestion is transmitted to the early warning module with display function for voice and text prompt.

[0036] Finally, it should be noted that: the above only for the preferred embodiments of the present application, and not for limiting the present application, although the foregoing embodiments of the present application are described in detail, for those skilled in the art, it still can be modified, or part of the technical features of the equivalent replacement. Any modification, equivalent replacement, improvement, etc. within the spirit and principles of the present application shall be included in the protection scope of the present application.

Claims

1. A ramp detection and outer rail superelevation real-time monitoring and early warning system for track maintenance vehicles, comprising an independent power supply system and a power supply control module, characterized in that, Also include for real-time acquisition of the angle of inclination of the angle sensor, for obtaining the curve radius R data line parameter acquisition module, for real-time acquisition of the current vehicle speed The vehicle speed detection module, the slope and the outer rail super-high real-time monitoring module, the hydraulic support mechanism, the traction demand calculation module and the warning module with display function; The slope and outer rail super-elevation real-time monitoring module is configured to receive the angle signal collected by the tilt sensor, and to calculate the slope P and the outer rail super-elevation value H in real time, thereby realizing real-time monitoring of the slope and the outer rail super-elevation. The hydraulic support mechanism is configured to support the track maintenance vehicle when the outer rail super-elevation value H monitored by the slope and outer rail super-elevation real-time monitoring module exceeds the preset maximum threshold, thereby preventing the track maintenance vehicle from toppling over. The traction demand calculation module is used to calculate the optimal actual traction force required by the vehicle to overcome the resistance, prevent rear sliding or achieve smooth starting under the current slope and curve conditions based on the basic resistance of the vehicle operation, the monitoring results of the real-time monitoring module of the outer rail superelevation and the current curve radius data R obtained by the line parameter acquisition module The evaluation calculation is performed, and the specific steps are as follows: In step S1, the basic resistance of the vehicle in operation, the slope P and the current line curve radius data R are obtained. Step S2, calling the formula to calculate the ideal minimum traction of the current section The calculation formula of the ideal minimum traction is as follows: ； wherein is the total weight of the vehicle, is the acceleration due to gravity taken as 9.8, is the basic running resistance coefficient of the vehicle, which represents the inherent resistance due to bearing friction, wheel-rail rolling friction, etc. on a flat straight track, is the empirical coefficient of curve resistance, with the unit of meter, which is a coefficient to convert the curve radius into the equivalent slope; Step S3, the system calculates the ideal minimum traction force based on the calculated ideal minimum traction force , and the formula , the optimal actual traction force is calculated , wherein is a safety factor, and is used to cope with uncertainties such as fluctuations in the friction coefficient, changes in the wheel-rail adhesion condition, etc. Step S4, the optimal actual tractive force is determined The optimization suggestion is transmitted to the warning module with display function for voice and text prompt.

2. The ramp detection and outer rail superelevation real-time monitoring and early warning system for a track maintenance vehicle of claim 1, characterized in that: The slope and outer rail super-elevation real-time monitoring module is configured to receive the angle signal collected by the tilt sensor, and to calculate the slope P and the outer rail super-elevation value H in real time, the calculation formulas of the slope P and the outer rail super-elevation value H are as follows: ； ； wherein G is a configurable gauge parameter, and the Chinese standard default gauge is 1435, With respectively, the track longitudinal laying inclination angle and the inclination angle of the outer track relative to the inner track measured by the inclination sensor.

3. The ramp detection and outer rail superelevation real-time monitoring and early warning system for a rail maintenance vehicle of claim 2, characterized in that: The warning module with display function is configured to display the slope, the outer rail super-elevation and the traction force optimization suggestion, and further comprises a reset button configured to manually release the voice alarm after taking or removing the safety measures.

4. The ramp detection and outer rail superelevation real-time monitoring and early warning system for track maintenance vehicles according to claim 3, characterized in that: The warning module with display function is installed in the cab through an adjustable support, and the display angle can be adjusted to meet the ergonomics and facilitate the driver to observe.

5. The ramp detection and outer rail superelevation real-time monitoring and early warning system for track maintenance vehicles of claim 4, characterized in that: The outer rail super-elevation threshold is set to 120 mm, and the warning module with display function is configured to alarm the outer rail super-elevation when the threshold is exceeded, trigger the super-elevation safety voice prompt, and send the information of the fault point to the terminal system for position marking.

6. The ramp detection and outer rail superelevation real-time monitoring and early warning system for a rail maintenance vehicle of claim 5, wherein: The independent power supply system is independent of the driving circuit and does not affect the normal operation of the vehicle.

7. The ramp detection and outer rail superelevation real-time monitoring and early warning system for track maintenance vehicles of claim 6, characterized in that: The power supply control module is configured to control the on-off of the slope and outer rail super-elevation real-time monitoring module through the platform change-over switch.

8. The ramp detection and outer rail superelevation real-time monitoring and early warning system for track maintenance vehicles of claim 7, characterized in that: The line parameter acquisition module is configured to dynamically call the curve radius R of the current line section through the Beidou positioning and electronic map matching.

9. The ramp detection and outer rail superelevation real-time monitoring and early warning system for track maintenance vehicles of claim 8, characterized in that: When the vehicle is parked on a slope at the current vehicle speed The system calculates the maximum possible slope at that location in combination with design data and real-time measurements, performs a preliminary calculation, and gives a traction recommendation in advance when the driver starts the work vehicle, ensuring sufficient traction at the start.

10. The ramp detection and outer rail superelevation real-time monitoring and early warning system for a rail maintenance vehicle of claim 9, wherein: , , are configurable parameters, which can be calibrated and optimized on site according to different vehicle models and different line environments such as tunnels and humid areas.

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