A vehicle operation failure detection device, system, and vehicle
By designing a vehicle operation fault detection device, which uses a detection beam and angular velocity sensor to detect vehicle obstacles and derailments, the safety hazards and low integration caused by the independent operation of the device in the existing technology are solved, and the device achieves simplified structure and accurate fault detection.
Patent Information
- Application Number
- CN202311097073.2
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- Filing Date
- 2023-08-29
- Publication Date
- 2026-05-15
- Estimated Expiration
- 2043-08-29
AI Technical Summary
The existing obstacle and derailment detection devices for rail vehicles operate independently, with a large number of components, occupying a lot of space, and lacking integration. Furthermore, they affect vehicle safety when passing through small curve radii and cannot accurately distinguish between obstacle collisions and derailment.
Design a vehicle operation fault detection device, including a mounting base, an actuating component, and a detection component. When the vehicle encounters an obstacle or derails, the actuating component is rotated in different directions by a detection beam. The rotation direction and angle are detected by an angular velocity sensor, so as to achieve unified detection of vehicle encountering obstacles and derailing.
It achieves unified detection of vehicle obstacles and derailments, simplifies the structure, improves integration and reliability, adapts to track distortion, avoids safety hazards, and can accurately determine the size of obstacles and the location of faults.
Smart Images
Figure CN117104304B_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of rail transit vehicle technology, and in particular to a vehicle operation fault detection device. It also relates to a vehicle operation fault detection system and a vehicle. Background Technology
[0002] In rail transportation, to ensure the normal operation of vehicles, it is necessary to detect operational malfunctions, including running obstacles and vehicle derailment.
[0003] Currently, rail vehicles commonly use obstacle detection devices to detect obstacles during operation and derailment detection devices to detect vehicle derailment. The drawbacks are that these two systems operate independently, have numerous components, occupy a lot of space, and lack integration. Furthermore, the obstacle detection device is a monolithic beam structure; when the vehicle passes through curves with small radii, track twisting can cause the detection beam, installed at the end of the bogie frame, to affect the frame's twisting deformation, posing a safety hazard to the vehicle. Therefore, additional rubber joints are needed to accommodate this twisting deformation. Summary of the Invention
[0004] The purpose of this application is to provide a vehicle operation fault detection device that combines vehicle obstacle detection and vehicle derailment detection. Another purpose of this application is to provide a system and vehicle that include a vehicle operation fault detection device.
[0005] To achieve the above objectives, this application provides a vehicle operation fault detection device, comprising:
[0006] Mounting brackets are used for mounting on the ends of the side beams of the bogie, and the mounting brackets are mounted on the ends of both side beams.
[0007] An actuation component is rotatably connected to the mounting base, and the actuation component is connected to both mounting bases. Each actuation component includes a detection beam. The two detection beams are arranged side by side in front of different wheels, and a gap is left between the ends of the two detection beams. The detection beams are used to drive the actuation component to rotate in different directions when the vehicle encounters an obstacle or derails.
[0008] A detection component is used to detect the rotation direction and rotation angle of the motion component.
[0009] In some embodiments, the detection component includes an angular velocity sensor, and the angular velocity sensor is disposed at both of the action components.
[0010] In some embodiments, an end cap is further included, the end cap being connected to the mounting base, and the angular velocity sensor being mounted on the end cap.
[0011] In some embodiments, the actuation component further includes a collision plate mounted on the side of the detection beam in front of the wheel. The front of the collision plate is used to withstand the force of the obstacle when the vehicle encounters an obstacle, and the lower part of the collision plate is used to withstand the force of the track when the vehicle derails.
[0012] In some embodiments, an adjusting toothed plate is also included, which is fixed to the end of the side beam of the bogie, and the mounting seat is installed at the end of the side beam of the bogie after the mounting height is adjusted by the adjusting toothed plate.
[0013] In some embodiments, the ends of the two detection beams are respectively provided with a convex stop and a concave stop, and the two detection beams are joined together with a gap through the convex stop and the concave stop.
[0014] In some embodiments, the mounting base is provided with a rotating shaft, and the actuating component further includes a rotating seat, which is rotatably connected to the mounting base via the rotating shaft, and the detection beam is fixed to the rotating seat.
[0015] In some embodiments, the pivot is located above the probe beam.
[0016] This application also provides a vehicle operation fault detection system, including the above-mentioned vehicle operation fault detection device, and further including a control device, the control device being connected to the detection component; the control device is used to receive motion information detected by the detection component, and thereby determine the wheel position where the operation fault occurs, the type of operation fault, and the size of the obstacle when the vehicle encounters an obstacle; the control device also sets a warning value and a critical value based on the motion information detected by the detection component.
[0017] This application also provides a vehicle, including the aforementioned vehicle operation fault detection device or the aforementioned vehicle operation fault detection system.
[0018] Compared to the aforementioned background technology, the vehicle operation fault detection device provided in this application includes a mounting base, an actuation component, and a detection component. The mounting base is used to install on the end of the side beam of the bogie, and mounting bases are installed on the ends of both side beams. The actuation component is rotatably connected to the mounting base, and actuation components are connected to both mounting bases. Each actuation component includes a detection beam. Two detection beams are arranged side by side in front of different wheels, with a gap between the ends of the two detection beams. The detection beams are used to drive the actuation component to rotate in different directions when the vehicle encounters an obstacle or derails. The detection component is used to detect the rotation direction and rotation angle of the actuation component.
[0019] In the operation of this vehicle malfunction detection device, the rotation of the actuating component relative to the mounting base when the vehicle malfunctions, and the detection of the movement of the actuating component by the detection component, are used to detect vehicle malfunctions. Vehicle malfunctions are categorized into obstacle encounter and derailment, and this vehicle malfunction detection device performs both obstacle encounter and derailment detection. When the vehicle encounters an obstacle, the obstacle collides with the detection beam in front of the wheels and the vehicle malfunction detection device, causing the actuating component to rotate backward. The detection component detects this backward rotation, thus detecting the obstacle encounter. Furthermore, the detection component can detect the angle of the backward rotation, further enabling the detection of the obstacle's size. When the vehicle derails, the wheels detach from the track behind the vehicle malfunction detection device, and the track collides upward with the detection beam, causing the actuating component to rotate forward. The detection component detects this forward rotation, thus detecting the derailment. Attached Figure Description
[0020] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.
[0021] Figure 1 This is a front view of the vehicle operation fault detection device provided in the embodiments of this application;
[0022] Figure 2 A side view of the vehicle operation fault detection device provided in the embodiments of this application;
[0023] Figure 3 This is a top view of the vehicle operation fault detection device provided in the embodiments of this application;
[0024] Figure 4 for Figure 3 Sectional view of AA.
[0025] in:
[0026] 01-Bogie, 011-Side beam, 1-Mounting seat, 11-Rotating shaft, 2-Actuating component, 21-Detection beam, 22-Collision plate, 23-Rotating seat, 211-Protruding stop, 212-Concave stop, 3-Detection component, 31-Angular velocity sensor, 4-End cover, 5-Adjusting toothed plate. Detailed Implementation
[0027] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.
[0028] To enable those skilled in the art to better understand the present application, the present application will be further described in detail below with reference to the accompanying drawings and specific embodiments.
[0029] In rail transportation, obstacle detection devices installed on vehicles primarily detect objects within the track in the direction of train travel. When the device is triggered, the vehicle brakes promptly to prevent damage. These devices are installed at the ends of the bogies on the front and rear cars of the train, serving both obstacle detection and clearance functions, acting as a safety barrier for train operation. Derailment detection devices trigger the vehicle's brakes in the event of a derailment.
[0030] Currently, obstacle removal devices and derailment detection devices commonly used in rail vehicles have the following problems:
[0031] The obstacle detection beam is an integral beam structure. When passing through small curve radii, due to track twisting, the detection beam installed at the end of the bogie frame will affect the twisting deformation of the frame, thereby increasing wheel load and reducing load, which will bring safety hazards to the vehicle. Therefore, the side beam mounting bracket needs to be fitted with rubber joints to adapt to the twisting deformation.
[0032] The rigid beams of the overall structure are relatively long, and their natural frequencies are all below 100Hz. They are prone to coupling with the vibration frequency of the track, which can easily cause resonance and cracking due to vibration.
[0033] The derailment detection and obstacle detection each use two sets of displacement sensors, which are not highly integrated.
[0034] When encountering an obstacle, the passengers cannot distinguish whether it is an obstacle collision or a derailment, nor can they distinguish whether the collision occurred on the left or right side.
[0035] When the wheel diameter decreases after the vehicle is turned, the distance between the detection beam and the track needs to be kept constant. This requires adjusting the height of the obstacle detection device. Since the adjustment is made between the detection beam and the beam seat, the length of the rotating arm of the U-shaped elastic plate will be shortened after the adjustment. Special tools are needed to correct the gap between the U-shaped elastic plate and the sensor so that the critical triggering force of the obstacle detection device is maintained at the level of the new vehicle. This adjustment work is difficult on site, requires highly skilled personnel, and requires specialized equipment.
[0036] To address the aforementioned technical problems, this application provides a vehicle operation fault detection device, please refer to... Figures 1 to 4 ,in, Figure 1 This is a front view of the vehicle operation fault detection device provided in the embodiments of this application. Figure 2 This is a side view of the vehicle operation fault detection device provided in the embodiments of this application. Figure 3 This is a top view of the vehicle operation fault detection device provided in the embodiments of this application. Figure 4 for Figure 3 Sectional view of AA.
[0037] like Figures 1 to 4 As shown, the vehicle operation fault detection device mainly includes a mounting base 1, an actuation component 2, and a detection component 3. The mounting base 1 is used for mounting on the ends of the side beams 011 of the bogie 01, and mounting base 1 is installed on the ends of both side beams 011. The actuation component 2 is rotatably connected to the mounting base 1, and actuation component 2 is connected to both mounting bases 1. Each actuation component 2 includes a detection beam 21, with two detection beams 21 arranged side-by-side in front of different wheels, and a gap between the ends of the two detection beams 21. The detection beams 21 are used to drive the actuation component 2 to rotate in different directions when the vehicle encounters an obstacle or derails. The detection component 3 is used to detect the rotation direction and rotation angle of the actuation component 2.
[0038] During the use of this vehicle operation fault detection device, the vehicle operation fault is detected by utilizing the rotation of the actuating component 2 relative to the mounting base 1 when the vehicle is faulty and the detection component 3 detecting the movement of the actuating component 2.
[0039] Among them, vehicle operation faults are divided into vehicle encountering obstacles and vehicle derailment. This vehicle operation fault detection device can detect both vehicle encountering obstacles and vehicle derailment.
[0040] When the vehicle encounters an obstacle, the obstacle collides with the detection beam 21 in front of the wheels and the vehicle operation fault detection device, causing the actuation component 2 to rotate backward. At this time, the detection component 3 detects the backward rotation of the actuation component 2 to realize the vehicle encountering an obstacle. Furthermore, the detection component 3 can also detect the angle of the backward rotation of the actuation component 2 to further realize the detection of the size of the obstacle.
[0041] When a vehicle derails, the wheels detach from the track behind the vehicle operation fault detection device. The track will collide with the detection beam 21 upwards, causing the actuation component 2 to rotate forward. At this time, the detection component 3 detects the forward rotation of the actuation component 2, thus realizing the vehicle derailment detection.
[0042] During the above process, because there is a gap between the ends of the two detection beams 21, the movements of the two detection beams 21 are independent when the vehicle does not undergo a large angular displacement. The two detection beams 21 are distributed left and right, allowing for separate detection of operational faults at the positions of the two wheels side-by-side. The detection component 3 can also detect the movements of the two actuating components 2 driven by the two detection beams 21. Based on this, when the vehicle encounters an obstacle or derails, the position of the wheel with the operational fault can be determined based on the movement of the detection beams 21; that is, when the left detection beam 21 moves, the operational fault occurs at the left wheel, and when the right detection beam 21 moves, the operational fault occurs at the right wheel.
[0043] Compared with existing technologies, the obstacle detection beam of this vehicle operation fault detection device consists of two detection beams 21, which can adapt to the track twisting effect when the bogie is on a curve. Since the two beams are disconnected, the track twisting effect when the bogie 01 is on a curve does not require the addition of rubber joints to the mounting seats 1 of the two side beams 011 to accommodate track twisting, thus simplifying the structure and increasing reliability. This vehicle operation fault detection device combines vehicle obstacle detection and vehicle derailment detection, using the same detection component 3 for different detections, thus simplifying the structure, increasing reliability, and enhancing integration.
[0044] This vehicle operation fault detection device is particularly suitable for rail vehicles with built-in axle box bogies, axle box-in cars, or rubber-tired subways. The obstacle detection beam consists of two detection beams 21, which can accommodate the small distance between the side beams of the built-in bogie. Because the distance between the side beams 011 of the built-in bogie 01 is relatively small, the detection beam 21 corresponding to each side beam 011 can obtain a relatively high natural frequency, which can avoid the low vibration frequency of the track and prevent resonance.
[0045] It should be noted that there are multiple possible implementations of the detection component 3. Regarding the installation position, the detection component 3 can be installed on the mounting base 1 or on the actuation component 2. Regarding the detection principle, the detection component 3 can detect the rotation angle or the rotation speed, which should also fall within the scope of this embodiment.
[0046] For example, the detection component 3 includes an angular velocity sensor 31, and angular velocity sensors 31 are arranged at both motion components 2. Figure 2As shown, the detection beam 21 is an asymmetrical inverted U-shaped structure that rotates eccentrically around the rotational connection axis between the actuation component 2 and the mounting base 1. The angular velocity sensor 31 detects the movement of the rotational connection axis. Clockwise rotation indicates a vehicle encountering an obstacle (collision), while counterclockwise rotation indicates a vehicle derailment. Therefore, a single angular velocity sensor 31 can measure whether an obstacle is colliding or derailing, thus reducing the number of sensors required. Simultaneously, the angular velocity sensor 31 can determine the size of the obstacle by detecting the rotation angle. Signals from the angular velocity sensors 31 mounted on the left and right sides of the two actuation components 2 can determine which side the fault occurred on. Furthermore, the angular velocity sensor 31 can define warning and critical values based on the angular magnitude.
[0047] Adaptively, the vehicle operation fault detection device also includes an end cover 4, which is connected to the mounting base 1, and an angular velocity sensor 31 is mounted on the end cover 4.
[0048] In some embodiments, the actuation assembly 2 further includes a collision plate 22. Depending on the wheel position, the lower ends of the two detection beams 21 are respectively bolted to the collision plate 22, with the collision plate 22 mounted on the side of the detection beams 21 located in front of the wheel. The front of the collision plate 22 is used to withstand the force of an obstacle when the vehicle encounters one; if the vehicle encounters an obstacle (collision), the collision plate 22 rotates clockwise. The lower part of the collision plate 22 is used to withstand the force of the track when the vehicle derails; if the vehicle derails, the collision plate 22 rotates counterclockwise.
[0049] In one specific embodiment, the vehicle operation fault detection device further includes an adjusting toothed plate 5, which is fixed to the end of the side beam 011 of the bogie 01. The adjusting toothed plate 5 is located between the top of the mounting base 1 and the end of the side beam 011 of the bogie 01. The mounting base 1 is installed at the end of the side beam 011 of the bogie 01 after adjusting the installation height by adjusting the toothed plate 5, thereby adjusting the height of the detection beam 21 and the collision plate 22 relative to the plane of the track. When the vehicle is newly manufactured or the wheels are turned, the adjustment process is simple, and the angular displacement of the two side frames and the lever arm with respect to the detection beam remain unchanged, improving the vehicle operation safety.
[0050] In one specific implementation, the connection between the two sections of the detection beam is a gapped stop interface. Specifically, the ends of the two detection beams 21 are respectively provided with a convex stop 211 and a concave stop 212, and the two detection beams 21 are connected with a gap through the convex stop 211 and the concave stop 212. When the vehicle is moving in a straight line and there is no large angular displacement, the movement of the two detection beams 21 is independent, realizing the separate detection of operational faults in the positions of the left and right wheels; under large angular displacement, the connection gap becomes zero, the two detection beams 21 affect each other, thereby triggering emergency braking, thus constituting system redundancy.
[0051] In one specific embodiment, the mounting base 1 is provided with a rotating shaft 11, which adopts a semi-circular shaft structure. The actuation component 2 also includes a rotating seat 23, which is rotatably connected to the mounting base 1 via the rotating shaft 11. The detection beam 21 is fixed to the rotating seat 23.
[0052] In some embodiments, the rotating shaft 11 is located above the detection beam 21. When the vehicle encounters an obstacle (collision), the collision plate 22 rotates clockwise, and when the vehicle derails, the collision plate 22 rotates counterclockwise.
[0053] In addition, the fact that the rotating shaft 11 is located below the detection beam 21, and that the vehicle obstacle detection and vehicle derailment detection use opposite angular velocity displacement methods, are all within the scope of protection of this application.
[0054] This application also provides a vehicle operation fault detection system, including the above-mentioned vehicle operation fault detection device, and a control device connected to the detection component 3; the control device is used to receive motion information detected by the detection component 3, and thereby determine the wheel position where the operation fault occurs, the type of operation fault, and the size of the obstacle when the vehicle encounters an obstacle; the control device also sets a warning value and a critical value based on the motion information detected by the detection component 3.
[0055] In one specific embodiment, the detection component 3 includes an angular velocity sensor 31. Angular velocity sensors 31 are arranged at both actuation components 2, and the control device is connected to both angular velocity sensors 31. The control device detects the movement of the rotating shaft 11 through the angular velocity sensors 31. If the rotation is clockwise, the vehicle encounters an obstacle (collision); if the rotation is counterclockwise, the vehicle derails. The control device can determine whether it is a collision or derailment using only one angular velocity sensor 31. Simultaneously, the control device can determine the size of the obstacle by detecting the rotation angle using the angular velocity sensors 31. The control device can determine which side the fault occurred on by using signals emitted from the angular velocity sensors 31 installed on the left and right sides of the two actuation components 2. Furthermore, based on the motion information detected by the detection component 3, the control device defines warning values and critical values according to the angular magnitude.
[0056] The vehicle operation fault detection system should have all the beneficial effects of the aforementioned vehicle operation fault detection devices, which will not be elaborated here.
[0057] This application also provides a vehicle, including the aforementioned vehicle operation fault detection device or the aforementioned vehicle operation fault detection system.
[0058] The vehicle should have all the beneficial effects of the aforementioned vehicle operation fault detection device, which will not be elaborated here.
[0059] It should be noted that many of the components mentioned in this application are general standard parts or components known to those skilled in the art, and their structures and principles can be learned by those skilled in the art through technical manuals or conventional experimental methods.
[0060] It should be noted that in this specification, relational terms such as first and second are used only to distinguish one entity from several other entities, and do not necessarily require or imply any such actual relationship or order between these entities.
[0061] The vehicle operation fault detection device, system, and vehicle provided in this application have been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of this application. The descriptions of the embodiments above are only for the purpose of helping to understand the method and core ideas of this application. It should be noted that those skilled in the art can make several improvements and modifications to this application without departing from the principles of this application, and these improvements and modifications also fall within the protection scope of the claims of this application.
Claims
1. A vehicle operation fault detection device, characterized in that, include: Mounting brackets are used for mounting on the ends of the side beams of the bogie, and the mounting brackets are mounted on the ends of both side beams. An actuation component is rotatably connected to the mounting base, and both mounting bases are connected to the actuation component. Each actuation component includes a detection beam, a collision plate, and a rotating base. The rotating base is rotatably connected to the mounting base via a rotating shaft on the mounting base. The detection beam is fixed to the rotating base, and the two detection beams are arranged side by side in front of different wheels. A gap is left between the ends of the two detection beams, and the ends of the two detection beams are respectively provided with a convex stop and a concave stop. The two detection beams are connected with a gap through the convex stop and the concave stop. The rotating shaft is located above the detection beam. The collision plate is installed on the side of the detection beam in front of the wheel. The front side of the collision plate is used to withstand the force of the obstacle when the vehicle encounters an obstacle, and the lower side of the collision plate is used to withstand the force of the track when the vehicle derails. A detection component is used to detect the rotation direction and rotation angle of the motion component. The detection component includes an angular velocity sensor, and the angular velocity sensor is arranged at both of the motion components.
2. The vehicle operation fault detection device according to claim 1, characterized in that, It also includes an end cap, which is connected to the mounting base, and the angular velocity sensor is mounted on the end cap.
3. The vehicle operation fault detection device according to claim 1, characterized in that, It also includes an adjusting toothed plate, which is fixed to the end of the side beam of the bogie. The mounting seat is installed at the end of the side beam of the bogie after the installation height is adjusted by the adjusting toothed plate.
4. A vehicle operation fault detection system, characterized in that, The device includes a vehicle operation fault detection device as described in any one of claims 1 to 3, and further includes a control device connected to the detection component; the control device is used to receive motion information detected by the detection component, and thereby determine the wheel position where the operation fault occurs, the type of operation fault, and the size of the obstacle when the vehicle encounters an obstacle; the control device also sets a warning value and a critical value based on the motion information detected by the detection component.
5. A vehicle, characterized in that, Includes the vehicle operation fault detection device as described in any one of claims 1 to 3, or the vehicle operation fault detection system as described in claim 4.