Wheel deviation correction method, device, equipment and storage medium for rail flatbed vehicle

Abstract

The present disclosure discloses a wheel deviation correction method, device, equipment and storage medium for a rail flatbed vehicle, and belongs to the field of rail transportation technology. The wheel deviation correction method includes: determining the actual offset state of the rail flatbed vehicle, the actual offset state is used to indicate the offset degree of the rail flatbed vehicle relative to the straight track; according to the corresponding relationship between the offset state and the deviation correction rate, determining the target deviation correction rate corresponding to the actual offset state, the deviation correction rate in the corresponding relationship is used to indicate the speed change value of a train wheel at the traveling speed of the rail flatbed vehicle, and at the same traveling speed, the greater the deviation correction rate, the greater the indicated speed change value, and according to the target deviation correction rate, the speed of the train wheel of the rail flatbed vehicle is adjusted to automatically correct the deviation of the rail flatbed vehicle. The present disclosure can effectively solve the derailment problem of rail flatbed vehicles through rail flatbed vehicles.

Description

Technical Field

[0001] The present disclosure belongs to the field of rail transportation technology, and in particular relates to a wheel deviation correction method, device, equipment and storage medium for a rail flatbed vehicle. Background Art

[0002] A railcar typically runs on two parallel straight tracks. Two wheels are located at the bottom of the railcar. By controlling the forward and reverse rotation of the wheels, the railcar can move forward and backward along the straight track.

[0003] In the prior art, due to factors such as wheel machining errors, assembly clearances, and linear track deformation, the flatbed inevitably deviates during travel. This means that the two wheels on the bottom of the flatbed travel at different distances, causing the flatbed to tilt. At this point, pressure is generated between the wheel rims and the inner wall of the linear track, causing the flatbed to automatically return to its original position, preventing it from deviating from the linear track.

[0004] However, since the floors of many factories need to be very flat to allow other mobile vehicles to travel, the wheels of the rail flatbed trucks need to be rimless. However, for rail flatbed trucks without rims, it is difficult to automatically return the rail flatbed truck to its original position by using the pressure between the wheels and the straight track. Therefore, the above method cannot meet the actual usage requirements. Summary of the Invention

[0005] The present disclosure provides a method, device, equipment, and storage medium for correcting wheel deviation of a railroad flatbed vehicle, which can effectively solve the derailment problem of a railroad flatbed vehicle without a wheel flange. The technical solution is as follows:

[0006] An embodiment of the present disclosure provides a wheel deviation correction method for a rail flatbed vehicle, the wheel deviation correction method comprising: determining an actual offset state of the rail flatbed vehicle, the actual offset state being used to indicate the degree of offset of the rail flatbed vehicle relative to a straight track; determining a target deviation correction rate corresponding to the actual offset state based on a correspondence between the offset state and the deviation correction rate, the deviation correction rate in the correspondence being used to indicate a speed change value of a train wheel at the traveling speed of the rail flatbed vehicle, and at the same traveling speed, a greater the deviation correction rate, a greater the indicated speed change value, the train wheel comprising a plurality of wheels arranged along the length direction of the rail flatbed vehicle; adjusting the speed of the train wheel of the rail flatbed vehicle based on the target deviation correction rate to automatically correct the rail flatbed vehicle.

[0007] In another implementation of the present disclosure, determining the actual offset state of the rail flatbed vehicle includes: obtaining a first distance and a second distance, the first distance being the distance between the center position of the front of the rail flatbed vehicle and the center line of the straight track, and the second distance being the distance between the center position of the rear of the rail flatbed vehicle and the center line of the straight track; determining the actual offset state based on the first distance and the second distance.

[0008] In another embodiment of the present disclosure, the first distance is greater than 0, indicating that the center position of the vehicle head is located on the first side of the center line of the linear track, and the second distance is greater than 0, indicating that the center position of the vehicle tail is located on the first side of the center line of the linear track. The actual offset state is determined based on the first distance and the second distance. The actual offset state is determined as follows: if the first distance and the second distance are both greater than 0, and the first distance is greater than the second distance, the first distance is greater than the first threshold, and the absolute value of the difference between the first distance and the second distance is greater than the second threshold, then the rail flatbed vehicle is offset to the left and the vehicle head is deviated to the left; or, if the first distance and the second distance are both greater than 0, and the second distance is greater than the first distance, the second distance is greater than the first threshold, and the absolute value of the difference between the first distance and the second distance is greater than the second threshold, then the rail flatbed vehicle is offset to the left and the vehicle head is deviated to the right; or, if the first distance and the second distance are both greater than 0, and the absolute value of the difference between the first distance and the second distance is not greater than the second threshold, and one of the first distance and the second distance is greater than the first threshold, then the rail flatbed vehicle is translated to the left and the vehicle head is deviated to the right. If the first distance and the second distance are both less than 0, and the absolute value of the first distance is less than the absolute value of the second distance, the absolute value of the difference between the first distance and the second distance is greater than the second threshold, and the second distance is greater than the first threshold, then the rail flatbed vehicle has an overall right-downward deviation and the vehicle head is left-deflected; or, if the first distance and the second distance are both less than 0, and the absolute value of the first distance is greater than the absolute value of the second distance, the absolute value of the difference between the first distance and the second distance is greater than the second threshold, and the second distance is greater than the first threshold, then the rail flatbed vehicle has an overall right-downward deviation and the vehicle head is left-deflected; or, if the first distance and the second distance are both less than 0, and the absolute value of the first distance is greater than the absolute value of the second distance, the absolute value of the difference between the first distance and the second distance is greater than the absolute value of the second distance. If the value is greater than the second threshold, and the absolute value of the first distance is greater than the first threshold, then the rail flatbed vehicle has an overall displacement to the right and the head of the vehicle is deviated to the right; or, if the first distance and the second distance are both less than 0, and the absolute value of the difference between the first distance and the second distance is not greater than the second threshold, and one of the absolute value of the first distance and the absolute value of the second distance is greater than the first threshold, then the rail flatbed vehicle has an overall translation to the right and downward; or, if the first distance is less than 0, and the second distance is greater than 0, and one of the absolute value of the first distance and the second distance is greater than the first threshold, then the rail flatbed vehicle has a head of vehicle displacement to the left and downward.

[0009] In another implementation of the present disclosure, the wheel correction method further includes: in the automatic correction process, if at least one of the absolute value of the first distance and the absolute value of the second distance is greater than a third threshold value, entering a manual correction process; in the manual correction process, adjusting the speed of the one wheel of the rail flatbed vehicle according to the manual correction rate and the offset direction of the rail flatbed vehicle, so that the absolute value of the first distance and the absolute value of the second distance are both less than the third threshold value, and the manual correction rate is greater than the corresponding correction rate in the automatic correction process.

[0010] In another implementation of the present disclosure, the speed of the one wheel of the rail flatbed vehicle is adjusted according to the manual correction rate and the offset direction of the rail flatbed vehicle during the manual correction process, including: controlling the traveling speed of the rail flatbed vehicle to a predetermined speed; and adjusting the speed of the one wheel of the rail flatbed vehicle according to the manual correction rate during the predetermined speed driving process.

[0011] In another implementation of the present disclosure, the wheel correction method further includes: during the automatic or manual correction process, if at least one of the first distance and the second distance is greater than a fourth threshold, the rail flatbed vehicle is controlled to stop, and the fourth threshold is greater than the third threshold.

[0012] In another embodiment of the present disclosure, a wheel correction device for a rail flatbed vehicle is provided, the wheel correction device comprising an actual offset state determination module, a target correction rate determination module and a correction module; the actual offset state determination module is used to determine the actual offset state of the rail flatbed vehicle, and the actual offset state is used to indicate the degree of offset of the rail flatbed vehicle relative to the straight track; the target correction rate determination module is used to determine the target correction rate corresponding to the actual offset state based on the correspondence between the offset state and the correction rate, the correction rate in the correspondence is used to indicate the speed change value of a train wheel at the traveling speed of the rail flatbed vehicle, and at the same traveling speed, the greater the correction rate, the greater the indicated speed change value, the train wheel comprises a plurality of wheels arranged along the length direction of the rail flatbed vehicle; the automatic correction module is used to adjust the speed of the train wheel of the rail flatbed vehicle according to the target correction rate to automatically correct the rail flatbed vehicle.

[0013] In another implementation of the present disclosure, the actual offset state determination module is used to obtain a first distance and a second distance, where the first distance is the distance between the center position of the front of the rail flatbed vehicle and the center line of the straight track, and the second distance is the distance between the center position of the rear of the rail flatbed vehicle and the center line of the straight track; the actual offset state is determined based on the first distance and the second distance.

[0014] In another embodiment of the present disclosure, a computer device is provided, which includes a processor and a memory configured to store instructions executable by the processor; the processor is configured to execute the above-mentioned wheel deviation correction method for the rail flatbed vehicle.

[0015] In yet another implementation of the present disclosure, a computer storage medium is provided on which computer instructions are stored. When the computer instructions are executed by a processor, the above-mentioned wheel deviation correction method for a rail flatbed vehicle is implemented.

[0016] The technical solutions provided by the embodiments of the present disclosure have the following beneficial effects:

[0017] When correcting the wheels of a rail flatbed vehicle using the wheel correction method provided by the embodiment of the present invention, since the method corrects the rail flatbed vehicle according to the corresponding target correction rate by determining the actual offset state of the rail flatbed vehicle, different target correction rates can be adopted according to the actual offset state of the rail flatbed vehicle to reasonably control the rail flatbed vehicle, thereby avoiding the rail flatbed vehicle relying solely on pressure adjustment and improving the safety of the rail flatbed vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present disclosure. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0019] Figure 1 A simplified schematic diagram of a rail flatbed vehicle provided for an embodiment of the present disclosure;

[0020] Figure 2 A diagram showing a calculation model of a rail flatbed vehicle provided in an embodiment of the present disclosure;

[0021] Figure 3 A calculation model diagram for the deviation correction of a rail flatbed vehicle provided in an embodiment of the present disclosure;

[0022] Figure 4 This is a flow chart of a method for correcting wheel deviation of a rail flatbed vehicle provided by an embodiment of the present disclosure;

[0023] Figure 5 This is a flow chart of another method for correcting wheel deviation of a rail flatbed vehicle provided by an embodiment of the present disclosure;

[0024] Figure 6 is a schematic diagram of an offset state corresponding to a rail flatbed vehicle provided by an embodiment of the present disclosure;

[0025] Figure 7 1 is a schematic diagram of a module of a wheel deviation correction device for a rail flatbed vehicle provided by an embodiment of the present disclosure;

[0026] Figure 8 It is a structural diagram of a computer device provided by an embodiment of the present disclosure. DETAILED DESCRIPTION

[0027] In order to make the objectives, technical solutions and advantages of the present disclosure more clear, the embodiments of the present disclosure will be further described in detail below with reference to the accompanying drawings.

[0028] Figure 1 A simplified schematic diagram of a rail flatbed vehicle provided in an embodiment of the present disclosure. Figure 1 As shown, the railroad flatbed vehicle 1 includes a vehicle body and two sets of wheels. The first set of wheels of the railroad flatbed vehicle 1 includes a plurality of wheels arranged along the length of the railroad flatbed vehicle. The first wheel and the second wheel are parallel to each other, and the first wheel is located on a first linear track 100 (track A), and the second wheel is located on a second linear track 100 (track B). The side of the linear track facing the wheels is flat, and the linear track is embedded in the ground.

[0029] Track A corresponds to the first train wheel of the rail flatbed vehicle, and track B corresponds to the second train wheel of the rail flatbed vehicle.

[0030] In order to facilitate understanding of the embodiments of the present disclosure, the principle of using the correction rate to correct the deviation of the rail flatbed vehicle in the embodiments of the present disclosure will be described below.

[0031] Assume that the rail flatbed is located on the ground without tracks. The first and second wheels of the rail flatbed are moving forward at a relatively low differential speed ( Figure 1 The right side is the front). The trajectory of the first and second train wheels will be a concentric circle (such as Figure 2 As shown), this is used as the calculation model, where the track of the first train wheel is the outer circle (radius is r1) and the track of the second train wheel is the inner circle (radius is r2).

[0032] Assuming that the width of the rail flatbed car is W, the wheel speed of the first train is v1, the wheel speed of the second train is v2, v1 is greater than v2, and the difference between the wheel speeds of the first train and the second train is:

[0033]

[0034] Among them, v is the normal driving speed of the rail flatbed car when there is no correction, v=v1.

[0035] According to formula (1), the wheel widths of the two trains (the width of the flatbed car is W) satisfy the following formula:

[0036]

[0037] Among them, t is the time to complete a circle, r1 is the radius of the outer circle, and r2 is the radius of the inner circle.

[0038] Therefore, t satisfies the following formula:

[0039]

[0040] The outer radius of the concentric circles satisfies the following formula:

[0041]

[0042] Assume that the rail flatbed car is Figure 3 The track flatbed car moves from right to left (the direction indicated by the arrow), and the entire track flatbed car shifts 2l to the right ( Figure 3 The correction process requires two turns. Since the flatbed car tilts after each turn (for example, the first turn is from E to D, and the second turn is from D to C, during adjustment, the inner wheels can be slowed down for the first time, and the outer wheels can be slowed down for the second time), two consecutive corrections are required, i.e., the first correction is l and the second correction is l.

[0043] The first differential steering offset l, assuming the travel time is t1 and the arc length is vt1 ( Figure 3 The corresponding DE segment in the figure is:

[0044]

[0045] The corresponding correction distance l is:

[0046]

[0047] In summary, the trackside flatbed vehicle is corrected at a speed v and a differential rate δ, and the trackside flatbed vehicle is corrected by l in time t1. t1 is calculated using the following formula (7):

[0048]

[0049] Among them, formula (7) can be obtained by substituting formula (3) and formula (4) into formula (6).

[0050] It can be seen that the larger the differential rate, the shorter the time required for correction. When performing correction, the size of the differential rate can be adjusted to achieve it. The differential rate is also referred to as the correction rate below.

[0051] Figure 4 This is a flow chart of a wheel deviation correction method for a rail flatbed vehicle provided by an embodiment of the present disclosure, combined with Figure 4 , wheel deviation correction methods include:

[0052] S401: Determine an actual offset state of the rail trolley, where the actual offset state is used to indicate the degree of offset of the rail trolley relative to the straight track.

[0053] S402: Determine the target correction rate corresponding to the actual offset state based on the correspondence between the offset state and the correction rate. The correction rate in the correspondence is used to indicate the speed change value of a train wheel at the traveling speed of the rail flatbed vehicle. At the same traveling speed, the greater the correction rate, the greater the indicated speed change value. A train wheel includes multiple wheels arranged along the length direction of the rail flatbed vehicle.

[0054] S403: According to the target deviation correction rate, the speed of one wheel of the rail flatbed vehicle is adjusted to automatically correct the deviation of the rail flatbed vehicle.

[0055] When correcting the wheels of a rail flatbed vehicle using the wheel correction method provided by the embodiment of the present invention, since the method corrects the rail flatbed vehicle according to the corresponding target correction rate by determining the actual offset state of the rail flatbed vehicle, different target correction rates can be adopted according to the actual offset state of the rail flatbed vehicle to reasonably automatically control the rail flatbed vehicle, so as to avoid the rail flatbed vehicle relying solely on pressure adjustment and improve the safety of the rail flatbed vehicle.

[0056] Of course, if the rail flatbed car does not deviate, the rail flatbed car will continue to run in its original state.

[0057] Figure 5 This is a flow chart of another wheel deviation correction method for a rail flatbed vehicle provided by an embodiment of the present disclosure, combined with Figure 5 , wheel deviation correction methods include:

[0058] S501: Obtain a first distance and a second distance, where the first distance is the distance between the center position of the front of the rail flatbed vehicle and the center line of the straight track, and the second distance is the distance between the center position of the rear of the rail flatbed vehicle and the center line of the straight track.

[0059] In this embodiment, the first distance and the second distance can be obtained by the detection mechanism on the rail flatbed vehicle (the first distance can be seen in FIG. Figure 1 h in头 , the second distance can be found in Figure 1 h in 尾 ). The detection mechanism may be a distance measuring sensor.

[0060] Exemplarily, the detection mechanism comprises two ranging sensors, mounted on the top of the front and rear of the railcar, respectively. Furthermore, the ranging sensors may be laser ranging sensors. During measurement, a code strip parallel to the linear track is placed above the railcar. This code strip is capable of reflecting light emitted by the laser ranging sensor. By calculating the time required for the reflected light to be reflected back from the code strip, the distance traveled by the reflected light can be calculated, ultimately yielding the first and second distances.

[0061] Wherein, the first distance is greater than 0, which indicates that the center position of the front of the vehicle is located on the first side of the center line of the linear track, and the second distance is greater than 0, which indicates that the center position of the rear of the vehicle is located on the first side of the center line of the linear track. Correspondingly, the first distance is less than 0, which indicates that the center position of the front of the vehicle is located on the second side of the center line of the linear track, and the second distance is less than 0, which indicates that the center position of the rear of the vehicle is located on the second side of the center line of the linear track.

[0062] The first side and the second side are located on opposite sides of the center line of the linear track. The following description will be made by taking the first side as the left side of the track flatbed vehicle's forward direction and the second side as the right side of the track flatbed vehicle's forward direction as an example.

[0063] Exemplarily, the detection mechanism may also be other devices, such as a camera, an acoustic radar camera, etc. The present disclosure does not impose any restrictions on this, as long as the first distance and the second distance can be detected.

[0064] S502: Determine the offset direction of the rail flatbed vehicle based on the first distance and the second distance.

[0065] Optionally, S502 includes:

[0066] 5021: If the first distance is greater than the first threshold, the offset direction is left.

[0067] 5022: If the first distance is less than 0 and the absolute value of the first distance is greater than the first threshold, the offset direction is right.

[0068] By comparing the first distance with the first threshold, the offset direction of the rail flatbed vehicle can be quickly obtained.

[0069] Exemplarily, the first threshold is 1 mm.

[0070] S503: Based on the first distance, the second distance and the offset direction, determine the actual offset state of the rail flatbed vehicle.

[0071] The actual deviation status is used to indicate the degree of deviation of the rail flatbed car relative to the straight track.

[0072] The degree of deviation can be comprehensively determined by the absolute value of the first distance and the degree of inclination of the rail flatbed vehicle. The greater the absolute value of the first distance, the greater the degree of deviation. The greater the degree of inclination, the greater the degree of deviation.

[0073] The degree of inclination of the rail flatbed vehicle = the difference between the absolute value of the first distance and the absolute value of the second distance. The greater the difference, the greater the degree of inclination of the rail flatbed vehicle.

[0074] For example, when making a judgment, the degree of tilt can be compared first. That is, regardless of whether the absolute value of the first distance is the same or different, the greater the degree of tilt, the greater the degree of offset. If the degree of tilt is the same, the greater the absolute value of the first distance, the greater the degree of offset.

[0075] In this embodiment, when the railroad flatbed is operating normally and without deflection, the absolute value of the first distance and the absolute value of the second distance measured by the detection mechanism 2 are both less than the first threshold value. Based on the above values, it can be determined that the railroad flatbed is in a steady state, that is, the railroad flatbed has not deflected. When the railroad flatbed is in a steady state, the railroad flatbed is controlled to continue traveling according to the original state.

[0076] Exemplarily, the offset state of the rail flatbed vehicle includes four sub-states of left-down and four sub-states of right-down. The four sub-states of left-down and right-down include: overall offset and leftward offset of the vehicle head, overall offset and rightward offset of the vehicle head, overall translation and vehicle head offset.

[0077] The so-called left-down overall offset and left-side deviation of the head means that the center line of the rail flatbed vehicle is offset to the first side (left side) of the center line of the straight track, and the head of the vehicle is in a left-side deviation relative to the driving direction (see Figure 6 a) in the above.

[0078] The so-called left-down overall offset and right-side deviation of the head means that the center line of the rail flatbed vehicle is offset to the first side (left side) of the center line of the straight track, and the head of the vehicle is right-side deviation relative to the direction of travel (see Figure 6 c) in the above example.

[0079] The so-called left-down overall translation means that the center line of the rail flatbed car is offset to the first side (left side) of the center line of the straight track, and the head of the car does not deviate relative to the direction of travel (see Figure 6 b) in the above example.

[0080] The so-called left-down head deviation means that the center line of the rail flatbed car is offset to both sides of the center line of the straight track, and the head of the car is located on the first side (left side) of the center line of the straight track (see Figure 6 d) in the above.

[0081] The so-called overall right-down deviation and left deviation of the head means that the center line of the rail flatbed vehicle is offset to the second side (right side) of the center line of the straight track, and the head of the vehicle is in a left-deflected state relative to the direction of travel (see Figure 6 e) in the.

[0082] The so-called overall right-down deviation and right-side deviation of the head means that the center line of the rail flatbed vehicle is offset to the second side (right side) of the center line of the straight track, and the head of the vehicle is right-side deviation relative to the direction of travel (see Figure 6 f) in the above example.

[0083] The so-called right-down overall translation means that the center line of the rail flatbed car is offset to the second side (right side) of the center line of the straight track, and the head of the car does not deviate relative to the direction of travel (see Figure 6 g) in the .

[0084] The so-called right-down head deviation means that the center line of the rail flatbed car is offset to both sides of the center line of the straight track, and the head of the car is located on the second side (right side) of the center line of the straight track (see Figure 6 h) in the text.

[0085] Optionally, S503 includes:

[0086] If the offset direction is left, the second distance is greater than 0, the first distance is greater than the second distance, and the absolute value of the difference between the first distance and the second distance is greater than the second threshold, then the rail flatbed vehicle is offset to the left as a whole and the front of the vehicle is offset to the left.

[0087] If the offset direction is left, the second distance is greater than 0, and the first distance is less than the second distance, and the absolute value of the difference between the first distance and the second distance is greater than the second threshold, then the rail flatbed vehicle is offset to the left and the front of the vehicle is offset to the right.

[0088] If the offset direction is to the left, the second distance is greater than 0, and the absolute value of the difference between the first distance and the second distance is not greater than the second threshold, the rail flatbed vehicle is in an overall translation to the left in the first direction.

[0089] If the offset direction is left, and the second distance is less than 0, the rail flatbed vehicle has a head offset to the left and downward.

[0090] If the offset direction is right, the second distance is less than 0, and the absolute value of the first distance is less than the absolute value of the second distance, and the absolute value of the difference between the first distance and the second distance is greater than the second threshold, then the rail flatbed vehicle is offset to the right and the front of the vehicle is offset to the left.

[0091] If the offset direction is right, the second distance is less than 0, the absolute value of the first distance is greater than the absolute value of the second distance, and the absolute value of the difference between the first distance and the second distance is greater than the second threshold, then the rail flatbed vehicle is offset to the right as a whole and the front of the vehicle is offset to the right.

[0092] If the offset direction is to the right, the second distance is less than 0, and the absolute value of the difference between the first distance and the second distance is not greater than the second threshold, the rail flatbed vehicle is in an overall translation downward to the right.

[0093] If the offset direction is right, and the second distance is greater than 0, the rail flatbed vehicle has a head offset to the right and downward.

[0094] Based on the first distance, the second distance, and the offset direction, the actual offset state of the rail flatbed vehicle can be quickly obtained.

[0095] Exemplarily, the second threshold is 0.5 mm.

[0096] Through S503 and S504, the actual offset state of the rail flatbed vehicle can be determined based on the first distance and the second distance. Alternatively, the offset direction can be determined directly based on the first distance and the second distance.

[0097] Determining the actual offset state directly based on the first distance and the second distance may include:

[0098] If the first distance and the second distance are both greater than 0, and the first distance is greater than the second distance, the first distance is greater than the first threshold, and the absolute value of the difference between the first distance and the second distance is greater than the second threshold, then the rail flatbed vehicle is deflected to the left and downward as a whole and the vehicle head is deflected to the left; or,

[0099] If the first distance and the second distance are both greater than 0, and the second distance is greater than the first distance, the second distance is greater than the first threshold, and the absolute value of the difference between the first distance and the second distance is greater than the second threshold, then the rail flatbed vehicle is offset to the left and downward, and the front of the vehicle is offset to the right; or,

[0100] If both the first distance and the second distance are greater than 0, and the absolute value of the difference between the first distance and the second distance is not greater than the second threshold, and one of the first distance and the second distance is greater than the first threshold, then the rail flatbed vehicle is in an overall translation downward to the left; or,

[0101] If the first distance is greater than 0, the second distance is less than 0, and one of the absolute values ​​of the first distance and the second distance is greater than the first threshold, the rail flatbed vehicle has a head deviation to the left and downward; or

[0102] If the first distance and the second distance are both less than 0, and the absolute value of the first distance is less than the absolute value of the second distance, the absolute value of the difference between the first distance and the second distance is greater than the second threshold, and the second distance is greater than the first threshold, then the rail flatbed vehicle has an overall deviation to the right and the front of the vehicle is deviated to the left; or,

[0103] If the first distance and the second distance are both less than 0, and the absolute value of the first distance is greater than the absolute value of the second distance, the absolute value of the difference between the first distance and the second distance is greater than the second threshold, and the absolute value of the first distance is greater than the first threshold, then the rail flatbed vehicle has an overall rightward downward offset and the vehicle head is rightward offset; or,

[0104] If both the first distance and the second distance are less than 0, and the absolute value of the difference between the first distance and the second distance is not greater than the second threshold, and one of the absolute value of the first distance and the absolute value of the second distance is greater than the first threshold, then the rail flatbed vehicle is in a right-downward overall translation; or,

[0105] If the first distance is less than 0, the second distance is greater than 0, and one of the absolute value of the first distance and the second distance is greater than a first threshold, the rail flatbed vehicle has a head deviation to the left and downward.

[0106] S504: Determine a target deviation correction rate corresponding to the actual deviation state according to the corresponding relationship between the deviation state and the deviation correction rate.

[0107] The correction rate in the corresponding relationship is used to indicate the speed change value of a train wheel at the traveling speed of the rail flatbed vehicle, and at the same traveling speed, the greater the correction rate, the greater the indicated speed change value.

[0108] For example, the above correspondence can be shown in Table 1 below:

[0109] Table 1 Correspondence between offset state and correction rate

[0110] Offset Status Correction rate Speed ​​change value at the same driving speed The overall offset is to the lower left and the front of the vehicle is to the left Y1 X1 The overall deviation is to the lower left and the front of the car is to the right Y2 X2 Overall translation to the lower left Y3 X3 Left lower front deviation Y4 X4 The overall offset is to the right and the front of the car is to the left. Y5 X5 The overall deviation is to the right and the front of the vehicle is to the right Y6 X6 Overall translation to the lower right Y7 X7 Left lower front deviation Y8 X8

[0111] That is, the offset state and the correction rate are in a one-to-one correspondence.

[0112] According to the above, the degree of deviation is determined based on the first distance and the degree of inclination of the rail flatbed vehicle. That is, the greater the first distance, the greater the degree of inclination of the rail flatbed vehicle, and correspondingly, the greater the target correction rate.

[0113] Considering the actual offset state above, since a greater degree of tilt has a greater impact on the offset, if the flatbed is in the left-down sub-state, the tilt corresponding to the left-down head offset is greater, meaning the correction rate corresponding to the left-down head offset is greater. Qualitatively, it can be concluded that the correction rate corresponding to the left-down head offset ≥ the correction rate corresponding to the overall left-down offset and the left-down head offset ≥ the correction rate corresponding to the overall left-down translation ≥ the correction rate corresponding to the overall left-down offset and the right-down head offset.

[0114] If the offset direction of the rail flatbed vehicle is to the right, the corresponding correction rate relationship is similar to the above and will not be repeated here.

[0115] In this embodiment, the correction rate is the ratio of the wheel speed change to the vehicle's speed before the wheel speed change. For example, if the vehicle's speed is v and the correction rate is y, then the speed change x of one of the wheels is equal to y multiplied by v.

[0116] S505: Correct the track flatbed vehicle using the target deviation correction rate according to the actual deviation state.

[0117] Combined with the previous calculation model, for example, when the rail flatbed car is in the overall translation of the left lower (see Figure 6 In b), when the first adjustment is made, the wheel speed of the first train may be increased by x3, or the wheel speed of the second train may be reduced by x3 according to the target correction rate.

[0118] When the flatbed is tilted downward to the left and the front of the vehicle is tilted to the right, the flatbed is tilted. Therefore, according to the target deviation correction rate, the first adjustment is made to increase the wheel speed of the first train by x2 or decrease the wheel speed of the second train by x2. Where x2 < x3.

[0119] Similarly, when the railroad flatbed vehicle is deflected to the left and downward and the front end is deflected to the left, the first adjustment can be made to increase the wheel speed of the first train by x1 or decrease the wheel speed of the second train by x1 according to the target deviation correction rate, where x1>x3.

[0120] Similarly, when the front end of the rail flatbed vehicle is offset to the left and downward, the wheel speed of the first train can be increased by x4 or the wheel speed of the second train can be reduced by x4 during the first adjustment based on the target correction rate.

[0121] In this embodiment, x3 may be 4% of the speed of the railroad flatbed vehicle, x2 may be 3% of the speed of the railroad flatbed vehicle, x1 may be 5% of the speed of the railroad flatbed vehicle, and x4 may be greater than 5% of the speed of the railroad flatbed vehicle.

[0122] Of course, when the rail flatbed car is in the four sub-states at the lower right, it is similar to the above and will not be described here.

[0123] According to the above description, in the above automatic deviation correction process, since the offset state of the rail flatbed vehicle is constantly adjusted, the corresponding deviation correction rate is also dynamically changing in real time. According to the actual offset state, the corresponding target deviation correction rate is used to adjust the first train wheel speed and the second train wheel speed of the rail flatbed vehicle multiple times until the rail flatbed vehicle does not deviate. Exemplarily, the first train wheel is located on the left side of the forward direction of the rail flatbed vehicle, and the second train wheel is located on the right side of the forward direction of the rail flatbed vehicle. That is, the rail flatbed vehicle can adjust the speed of the first train wheel or the second train wheel accordingly according to the actual offset state, so that the rail flatbed vehicle can automatically correct its deviation.

[0124] For example, when the rail flatbed car is in Figure 6 When the automatic deviation correction is performed in state a, the track flatbed vehicle can be made to move according to the target deviation correction rate corresponding to state a. Figure 6 The a in becomes Figure 6 b in the state. Continue to perform automatic deviation correction, and according to the target deviation correction rate corresponding to state b, the rail flatbed vehicle is Figure 6 b in the state becomes c. The automatic correction is continued, and the target correction rate corresponding to the state c makes the rail flatbed car Figure 6 The value c in the formula is adjusted to prevent the flatbed from deflecting. Of course, during automatic deviation correction, the above actual deviation state can be switched back and forth, and the corresponding target deviation correction rate also changes in real time until the flatbed does not deflect.

[0125] S506: During the automatic correction process, if at least one of the absolute value of the first distance and the absolute value of the second distance is greater than a third threshold, the manual correction process is entered.

[0126] During the manual deviation correction process, the speed of the one wheel of the railroad flatbed vehicle is adjusted based on the manual deviation correction rate and the deviation direction of the railroad flatbed vehicle so that the absolute value of the first distance and the absolute value of the second distance are both less than the third threshold value. The manual deviation correction rate is greater than the corresponding deviation correction rate during the automatic deviation correction process.

[0127] The third threshold may be 4 mm.

[0128] During the manual deviation correction process, the above-mentioned adjustment of the speed of one wheel of the rail flatbed includes multiple times and is not limited to one adjustment. For example, during the manual deviation correction process, the rail flatbed is deviated to the left. At this time, according to the manual deviation correction rate, the speed of the first wheel can be reduced or the speed of the second wheel can be increased during the first adjustment. In this way, after one adjustment, the rail flatbed may have been in the automatic deviation correction process, or it may have been converted from left deviation to right deviation, or it may still be in left deviation. Therefore, it is necessary to make adjustments again based on the specific actual situation of the rail flatbed until the absolute value of the first distance and the absolute value of the second distance of the rail flatbed are both less than the third threshold value.

[0129] When the rail flatbed vehicle is in manual correction, the corresponding offset degree of the rail flatbed vehicle is greater than the corresponding offset degree during automatic correction. Therefore, for safety reasons, when the rail flatbed vehicle is manually corrected, the driving speed of the rail flatbed vehicle needs to be manually controlled.

[0130] For example, when performing manual correction, the travel speed of the rail flatbed vehicle can be set to no more than 10% of the rated speed until the absolute value of the first distance and the absolute value of the second distance are both less than a third threshold value, and a prompt is issued through the prompt device to release the manual operation.

[0131] When performing manual deviation correction, it is necessary to control the speed of the rail flatbed vehicle to a predetermined speed. For example, when the rail flatbed vehicle is in motion, it enters the manual deviation correction process at a speed of v0. At this time, it is necessary to control the rail flatbed vehicle so that both wheels of the rail flatbed vehicle travel at a predetermined speed, such as v1 (generally speaking, v1 is less than v0), and then perform manual deviation correction based on v1 according to the manual deviation correction rate. In this way, the rail flatbed vehicle can be placed in a safe state by first adjusting its speed.

[0132] S507: During the automatic or manual deviation correction process, if at least one of the absolute value of the first distance and the absolute value of the second distance is greater than a fourth threshold, the rail flatbed vehicle is controlled to stop, and the fourth threshold is greater than the third threshold.

[0133] When performing automatic or manual correction, the correction may fail. At this time, if the absolute value of the first distance or the absolute value of the second distance is greater than the fourth threshold, it means that the deviation of the rail flatbed vehicle has exceeded the maximum correction range, and correction cannot be continued at this time. Therefore, for safety reasons, it is necessary to brake the rail flatbed vehicle first, and then use lifting equipment to readjust the position of the rail flatbed vehicle's front end, body, etc. relative to the straight track, start the rail flatbed vehicle again, and repeat the above steps S501-506.

[0134] On the other hand, the present disclosure provides a wheel deviation correction device for a rail flatbed vehicle, such as Figure 7 As shown, the wheel deviation correction device includes an actual deviation state determination module 701 , a target deviation correction rate determination module 702 and an automatic deviation correction module 703 .

[0135] The actual offset state determination module 701 is used to determine the actual offset state of the rail trolley. The actual offset state is used to indicate the degree of offset of the rail trolley relative to the straight track.

[0136] The target correction rate determination module 702 is used to determine the target correction rate corresponding to the actual offset state based on the correspondence between the offset state and the correction rate. The correction rate in the correspondence is used to indicate the speed change value of a train wheel at the traveling speed of the rail flatbed vehicle. At the same traveling speed, the greater the correction rate, the greater the indicated speed change value. A train wheel includes multiple wheels arranged along the length direction of the rail flatbed vehicle.

[0137] The automatic deviation correction module 703 is used to adjust the speed of a wheel of the rail flatbed vehicle according to the target deviation correction rate to automatically correct the deviation of the rail flatbed vehicle.

[0138] The above has the same beneficial effects as the aforementioned method, which will not be described again here.

[0139] Optionally, the actual offset state determination module 701 is used to obtain a first distance and a second distance, where the first distance is the distance between the center position of the front of the rail flatbed vehicle and the center line of the straight track, and the second distance is the distance between the center position of the rear of the rail flatbed vehicle and the center line of the straight track; the actual offset state is determined based on the first distance and the second distance.

[0140] Optionally, the actual offset state determination module 701 is used to determine that if both the first distance and the second distance are greater than 0, and the first distance is greater than the second distance, the first distance is greater than a first threshold, and the absolute value of the difference between the first distance and the second distance is greater than a second threshold, the rail flatbed vehicle is offset to the left and the vehicle head is deviated to the left as a whole; or, if both the first distance and the second distance are greater than 0, and the second distance is greater than the first distance, the second distance is greater than the first threshold, and the absolute value of the difference between the first distance and the second distance is greater than the second threshold, the rail flatbed vehicle is offset to the left and the vehicle head is deviated to the right; or, if both the first distance and the second distance are greater than 0, and the absolute value of the difference between the first distance and the second distance is not greater than the second threshold, and one of the first distance and the second distance is greater than the first threshold, the rail flatbed vehicle is translated to the left and the left as a whole; or, if the first distance is greater than 0, the second distance is less than 0, and one of the absolute values ​​of the first distance and the second distance is greater than the first threshold, the rail flatbed vehicle is deviated to the left and the vehicle head is deviated to the left; or, if the first distance is greater than 0, the second distance is less than 0, and one of the absolute values ​​of the first distance and the second distance is greater than the first threshold, the rail flatbed vehicle is deviated to the left and the vehicle head is deviated to the right. If both the first distance and the second distance are less than 0, and the absolute value of the first distance is less than the absolute value of the second distance, the absolute value of the difference between the first distance and the second distance is greater than the second threshold, and the second distance is greater than the first threshold, then the rail flatbed vehicle has an overall displacement to the right and the front of the vehicle is deviated to the left; or, if both the first distance and the second distance are less than 0, and the absolute value of the first distance is greater than the absolute value of the second distance, the absolute value of the difference between the first distance and the second distance is greater than the second threshold, and the absolute value of the first distance is greater than the first threshold, then the rail flatbed vehicle has an overall displacement to the right and the front of the vehicle is deviated to the right; or, if both the first distance and the second distance are less than 0, and the absolute value of the difference between the first distance and the second distance is not greater than the second threshold, and one of the absolute values ​​of the first distance and the second distance is greater than the first threshold, then the rail flatbed vehicle has an overall translation to the right and the front of the vehicle is deviated to the left and the front of the vehicle is deviated to the left.

[0141] Optionally, the wheel correction device also includes a manual correction module 704, which is used to enter the manual correction process if at least one of the absolute value of the first distance and the absolute value of the second distance is greater than a third threshold value during the automatic correction process; during the manual correction process, the speed of one wheel of the rail flatbed vehicle is adjusted according to the manual correction rate and the offset direction of the rail flatbed vehicle so that the absolute value of the first distance and the absolute value of the second distance are both less than the third threshold value.

[0142] Optionally, the manual deviation correction module 704 is used to control the travel speed of the rail flatbed vehicle to be a predetermined speed; during the travel at the predetermined speed, the speed of one wheel of the rail flatbed vehicle is adjusted according to the manual deviation correction rate.

[0143] Optionally, the wheel correction device further includes a parking module 705 for controlling the rail flatbed vehicle to stop if at least one of the first distance and the second distance is greater than a fourth threshold value during the automatic correction process, and the fourth threshold value is greater than the third threshold value.

[0144] Figure 8 This is a schematic diagram of the structure of a computer device provided by an embodiment of the present disclosure, combined with Figure 8 , the computer device 800 may include one or more of the following components: a processor 801 , a memory 802 , a communication interface 803 , and a bus 804 .

[0145] Processor 801 includes one or more processing cores. Processor 801 executes various functional applications and information processing by running software programs and modules. Memory 802 and communication interface 803 are connected to processor 801 via bus 804. Memory 802 can be used to store at least one instruction, and processor 801 is used to execute the at least one instruction to implement each step of the above method.

[0146] In addition, the memory 802 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, including but not limited to: magnetic disk or optical disk, electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), static random access memory (SRAM), read-only memory (ROM), magnetic memory, flash memory, and programmable read-only memory (PROM).

[0147] The embodiments of the present disclosure also provide a non-transitory computer-readable storage medium. When the instructions in the storage medium are executed by the processor of a computer device, the computer device is enabled to execute the above wheel deviation correction method provided in the embodiments of the present application.

[0148] A computer program product containing instructions, when running on a computer, enables the computer to execute the above wheel deviation correction method provided in the embodiments of the present application.

[0149] The above are merely optional embodiments of the present disclosure and are not intended to limit the present disclosure. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present disclosure shall be included in the scope of protection of the present disclosure.

Claims

1. A method for correcting wheel deviation of a rail flatbed vehicle, characterized in that: The wheel deviation correction method comprises: determining an actual offset state of the rail trolley, the actual offset state being indicative of an extent of offset of the rail trolley relative to the linear track; Determining a target correction rate corresponding to the actual offset state based on a correspondence between an offset state and a correction rate, wherein the correction rate in the correspondence is used to indicate a speed change value of a train wheel at a travel speed of the rail flatbed vehicle, and at a same travel speed, a greater the correction rate, a greater the indicated speed change value, wherein the train wheel includes a plurality of wheels arranged along a length direction of the rail flatbed vehicle; According to the target deviation correction rate, adjusting the speed of the one wheel of the rail flatbed vehicle to automatically correct the deviation of the rail flatbed vehicle; Wherein, determining the actual offset state of the rail flatbed vehicle includes: obtaining a first distance and a second distance, wherein the first distance is the distance between the center position of the front of the rail flatbed vehicle and the center line of the linear track, and the second distance is the distance between the center position of the rear of the rail flatbed vehicle and the center line of the linear track; determining the actual offset state according to the first distance and the second distance; The determining of the actual offset state according to the first distance and the second distance includes: if the first distance and the second distance are both greater than 0, and the first distance is greater than the second distance, the first distance is greater than a first threshold, and the absolute value of the difference between the first distance and the second distance is greater than a second threshold, then the rail flatbed vehicle is offset to the left and downward and the vehicle head is deviated to the left; or, if the first distance and the second distance are both greater than 0, and the second distance is greater than the first distance, the second distance is greater than the first threshold, and the absolute value of the difference between the first distance and the second distance is greater than the second threshold, then the rail flatbed vehicle is offset to the left and downward and the vehicle head is deviated to the right; or, if the first distance and the second distance are both greater than 0, and the absolute value of the difference between the first distance and the second distance is not greater than the second threshold, and one of the first distance and the second distance is greater than the first threshold, then the rail flatbed vehicle is translated to the left and downward; or, if the first distance is greater than 0, the second distance is less than 0, and one of the absolute values ​​of the first distance and the second distance is greater than the first threshold, then the rail flatbed vehicle is deviated to the left and downward; or, if the first distance and the second distance are both less than 0, and the absolute value of the first distance is less than the absolute value of the second distance absolute value, the absolute value of the difference between the first distance and the second distance is greater than the second threshold value, and the absolute value of the second distance is greater than the first threshold value, then the rail flatbed vehicle is offset to the right and the front of the vehicle is offset to the left; or, if the first distance and the second distance are both less than 0, and the absolute value of the first distance is greater than the absolute value of the second distance, the absolute value of the difference between the first distance and the second distance is greater than the second threshold value, and the absolute value of the first distance is greater than the first threshold value, then the rail flatbed vehicle is offset to the right and the front of the vehicle is offset to the right; or, if the first distance and the second distance are both less than 0, and the first distance is greater than the absolute value of the second distance, the absolute value of the difference between the first distance and the second distance is greater than the second threshold value, and the absolute value of the first distance is greater than the first threshold value, then the rail flatbed vehicle is offset to the right and the front of the vehicle is offset to the right. If the absolute value of the difference between the two distances is not greater than the second threshold value, and one of the absolute values ​​of the first distance and the second distance is greater than the first threshold value, the rail flatbed vehicle is an overall translation to the right and downward; or, if the first distance is less than 0, the second distance is greater than 0, and one of the absolute values ​​of the first distance and the second distance is greater than the first threshold value, the rail flatbed vehicle is a head-on offset to the left and downward; the first distance is greater than 0, which indicates that the center position of the head of the vehicle is located on the first side of the center line of the straight track, and the second distance is greater than 0, which indicates that the center position of the rear of the vehicle is located on the first side of the center line of the straight track.

2. The wheel deviation correction method according to claim 1, characterized in that: The wheel deviation correction method further comprises: During the automatic correction process, if at least one of the absolute value of the first distance and the absolute value of the second distance is greater than a third threshold, the manual correction process is entered; During the manual correction process, the speed of the one wheel of the rail flatbed vehicle is adjusted according to the manual correction rate and the offset direction of the rail flatbed vehicle, so that the absolute value of the first distance and the absolute value of the second distance are both smaller than the third threshold value, and the manual correction rate is greater than the corresponding correction rate during the automatic correction process.

3. The wheel deviation correction method according to claim 2, characterized in that: The method of adjusting the speed of the one wheel of the railroad flatbed vehicle according to the manual deviation correction rate and the deviation direction of the railroad flatbed vehicle during the manual deviation correction process includes: Controlling the travel speed of the rail flatbed vehicle to a predetermined speed; During the traveling at the predetermined speed, the speed of the one wheel of the rail flatbed vehicle is adjusted according to the manual deviation correction rate.

4. The wheel deviation correction method according to claim 3, characterized in that: The wheel deviation correction method further comprises: During the automatic or manual deviation correction process, if at least one of the first distance and the second distance is greater than a fourth threshold, the rail flatbed vehicle is controlled to stop, and the fourth threshold is greater than the third threshold.

5. A wheel deviation correction device for a rail flatbed vehicle, characterized in that: The wheel deviation correction device includes an actual deviation state determination module, a target deviation correction rate determination module and an automatic deviation correction module; The actual offset state determination module is used to determine the actual offset state of the rail flatbed vehicle, wherein the actual offset state is used to indicate the degree of offset of the rail flatbed vehicle relative to the straight track; The target correction rate determination module is configured to determine a target correction rate corresponding to the actual offset state based on a correspondence between the offset state and the correction rate, wherein the correction rate in the correspondence is configured to indicate a speed change value of a train wheel at the travel speed of the rail flatbed vehicle, and at the same travel speed, a greater the correction rate, a greater the indicated speed change value, wherein the train wheel includes a plurality of wheels arranged along the length direction of the rail flatbed vehicle; The automatic deviation correction module is used to adjust the speed of the one wheel of the rail flatbed vehicle according to the target deviation correction rate, so as to automatically correct the deviation of the rail flatbed vehicle; The actual offset state determination module is configured to obtain a first distance and a second distance, wherein the first distance is the distance between the center position of the front of the rail flatbed vehicle and the center line of the linear track, and the second distance is the distance between the center position of the rear of the rail flatbed vehicle and the center line of the linear track; and determine the actual offset state based on the first distance and the second distance; The actual offset state determination module is further configured to determine the actual offset state based on the first distance and the second distance, including: if both the first distance and the second distance are greater than 0, and the first distance is greater than the second distance, the first distance is greater than a first threshold, and the absolute value of the difference between the first distance and the second distance is greater than a second threshold, then the rail flatbed vehicle is in an overall left-downward offset and the vehicle head is deviated to the left; or, if both the first distance and the second distance are greater than 0, and the second distance is greater than the first distance, the second distance is greater than the first threshold, and the absolute value of the difference between the first distance and the second distance is greater than the second threshold, then the rail flatbed vehicle is in an overall left-downward offset and the vehicle head is deviated to the right; or, if both the first distance and the second distance are greater than 0, and the absolute value of the difference between the first distance and the second distance is not greater than the second threshold, and one of the first distance and the second distance is greater than the first threshold, then the rail flatbed vehicle is in an overall left-downward translation; or, if the first distance is greater than 0, the second distance is less than 0, and one of the absolute values ​​of the first distance and the second distance is greater than the first threshold, then the rail flatbed vehicle is in a left-downward vehicle headward offset; or, if both the first distance and the second distance are less than 0, and the absolute value of the first distance is less than the second threshold, then the rail flatbed vehicle is in a left-downward vehicle headward offset. The absolute value of the second distance, the absolute value of the difference between the first distance and the second distance is greater than the second threshold value, and the absolute value of the second distance is greater than the first threshold value, then the rail flatbed vehicle is offset to the right and the front of the vehicle is offset to the left; or, if the first distance and the second distance are both less than 0, and the absolute value of the first distance is greater than the absolute value of the second distance, the absolute value of the difference between the first distance and the second distance is greater than the second threshold value, and the absolute value of the first distance is greater than the first threshold value, then the rail flatbed vehicle is offset to the right and the front of the vehicle is offset to the right; or, if the first distance and the second distance are both less than 0, and the first distance If the absolute value of the difference between the first distance and the second distance is not greater than the second threshold value, and one of the absolute value of the first distance and the absolute value of the second distance is greater than the first threshold value, the rail flatbed vehicle is an overall translation to the right and downward; or, if the first distance is less than 0, the second distance is greater than 0, and one of the absolute value of the first distance and the second distance is greater than the first threshold value, the rail flatbed vehicle is a head-end offset to the left and downward; the first distance is greater than 0, which is used to indicate that the center position of the head of the vehicle is located on the first side of the center line of the straight track, and the second distance is greater than 0, which is used to indicate that the center position of the rear of the vehicle is located on the first side of the center line of the straight track.

6. A computer device, characterized in that: The computer device includes a processor and a memory configured to store instructions executable by the processor; the processor is configured to execute the wheel deviation correction method for a rail flatbed vehicle as described in any one of claims 1 to 4.

7. A computer storage medium having computer instructions stored thereon, characterized in that: When the computer instructions are executed by the processor, the wheel deviation correction method for the rail flatbed vehicle according to any one of claims 1 to 4 is implemented.

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