A guide wheel derailment detection system

Abstract

This invention relates to a guide wheel derailment detection system, comprising: multiple detection sensors; a first diagnostic terminal and a second diagnostic terminal; a logic processing module acquiring information detected by all detection sensors; issuing a derailment warning when the duration for which the head detection sensor fails to detect the track reaches the upper limit of a preset tolerance time; along the vehicle's direction of travel, when a certain middle detection sensor fails to detect the track at position A, recording the detection data of the front detection sensor C of the adjacent front bogie of the bogie to which the middle detection sensor belongs at position B, and comparing the detection data with the data detected by the middle detection sensor when it reaches position B; if the two data differ and the duration for which the middle detection sensor fails to detect the track reaches the upper limit of the preset tolerance time, issuing a derailment warning. This detection system accurately implements derailment warnings.

Description

Technical Field

[0001] This invention relates to the field of rubber-tired guide rail vehicle technology, and specifically to a system and method for detecting derailment of guide wheels in a rubber-tired guide rail vehicle. Background Technology

[0002] Currently, rubber-tired guided trams used in urban rapid transit systems both domestically and internationally typically employ guide wheels and rails for guidance. They utilize a rubber-tired drive, load-bearing, and monorail steel wheel guidance system. The tram has multiple bogies at its bottom, each with two large rubber wheels on either side for load-bearing and power. Two guide wheels are located at the front and rear center positions, turning with the track and thus driving the rubber wheels to turn. Safe operation is paramount in the operation of rubber-tired guided trams, and a derailment detection system is the core of this safety mechanism.

[0003] Existing derailment detection technology utilizes the conductivity of the track metal to directly contact the conductive slider with the track, forming a circuit for detection. When derailment occurs, the conductive slider disengages from the track, thus achieving derailment detection.

[0004] Although this solution can perform track deviation detection, it has the following problems: (1) loud noise; (2) fast wear of conductive slider; (3) high cost of use; (4) when the vehicle is charging, the guide rail is also used as a return rail and connected to the negative line of the transformer substation. When charging, the high voltage negative line of the vehicle is connected to the negative line of the low voltage detection system of the vehicle through the guide rail, etc. Summary of the Invention

[0005] To address the problems mentioned in the background art, the present invention provides a guide wheel derailment detection system that replaces the existing conductive slider with a non-contact detection sensor. This system is noiseless, wear-free, requires no electrical connection with the guide rail, and isolates interference. Furthermore, it can automatically collect information on the presence or absence of the track detected by the sensor, and accurately provide derailment warnings.

[0006] To address the aforementioned technical problems, the present invention proposes the following technical solution:

[0007] A guide wheel derailment detection system, comprising:

[0008] Multiple detection sensors are rigidly mounted to the front of each guide wheel via their respective mounting parts to detect the presence or absence of the track.

[0009] A first diagnostic terminal and a second diagnostic terminal are respectively located in the driver's cab at both ends of the vehicle. Each diagnostic terminal includes a logic controller, a human-machine interface, a communication module, and a data acquisition and communication module. The logic controller is communicatively connected to the communication module and to the acquisition portion of the data acquisition and communication module. The human-machine interface is communicatively connected to the logic processing module through the communication module. The acquisition portion of the data acquisition module in the first diagnostic terminal is connected to a portion of multiple detection sensors, and the acquisition portion of the data acquisition module in the second diagnostic terminal is connected to the remaining detection sensors. The two communication modules in the two diagnostic terminals communicate with each other, and the communication portions of the two data acquisition and communication modules also communicate with each other. The two diagnostic terminals are in a master-slave relationship.

[0010] In the logic controller, the logic processing module acquires all the information detected by the detection sensors through the acquisition part of the data acquisition module;

[0011] When the duration during which the head detection sensor fails to detect the track reaches the upper limit of the preset tolerance time, the logic processing module controls the issuance of a derailment warning.

[0012] Along the vehicle's direction of travel, when a certain central detection sensor does not detect the track at position A, it records the detection data of the front detection sensor C of the adjacent front bogie of the bogie to which the central detection sensor belongs at position B, and compares the detection data with the data detected by the central detection sensor when it travels to position B. If the two data are different, the logic processing module determines that the central detection sensor is faulty or that the guide wheel at the central detection sensor has derailed.

[0013] If the duration during which a certain central detection sensor fails to detect the track reaches the upper limit of a preset tolerance time, and the logic processing module determines that the certain central detection sensor is faulty or the guide wheel at the certain central detection sensor has derailed, the logic processing module controls the issuance of a derailment warning.

[0014] The detection of the track by the sensor located further away is the same as the detection of the track by the sensor located in the middle.

[0015] In this system, the front detection sensor of each bogie is designated as the middle detection sensor according to the vehicle's direction of travel, and the first middle detection sensor on the front side of the direction of travel is designated as the head detection sensor. The rear detection sensor of each bogie is designated as the far-away detection sensor.

[0016] In some embodiments of this application, the logic controller further includes:

[0017] A redundancy check module is connected to the logic processing module and also communicates with the communication module.

[0018] The first diagnostic terminal determines its relationship with the second diagnostic terminal through the redundancy verification module and the communication module in the first diagnostic terminal;

[0019] The redundancy verification module in the main diagnostic terminal detects vital signs from the slave diagnostic terminal in real time through the communication module in the main diagnostic terminal, and sends its own vital signs to the redundancy verification module in the slave diagnostic terminal.

[0020] When vital signs are normal, data information in the main diagnostic terminal is sent to two human-computer interaction interfaces in the two main diagnostic terminals for display.

[0021] When the life signal is interrupted or the verification fails, both the main diagnostic terminal and the slave diagnostic terminal acquire data from all the detection sensors and display it on their respective human-machine interfaces after processing.

[0022] When the diagnostic terminal detects a loss of vital signs from the primary diagnostic terminal, a placeholder command is sent to the primary diagnostic terminal, and the human-machine interface of the primary diagnostic terminal is taken over. This causes the data information from the secondary diagnostic terminal to be sent to the human-machine interfaces of two primary diagnostic terminals for display. When the vital signs return to normal, the placeholder command is reset.

[0023] In some embodiments of this application, the logic processing module in the main diagnostic terminal calculates, based on the vehicle speed and the built-in clock, the train running distance from position A to position B using an integration algorithm. When the distance between the central detection sensor and the central detection sensor C reaches the distance between the central detection sensor and the central detection sensor C, the central detection sensor reaches position B and detects whether there is a track at position B.

[0024] In some embodiments of this application, the logic processing module performs graded adjustments based on the vehicle's real-time speed and the duration of the undetected track, specifically:

[0025] When the head detection sensor issues a momentary, discontinuous derailment warning, the driver should be alerted.

[0026] If the duration during which the track is not detected by the central detection sensor or the sensor far from the detection sensor reaches the lower limit of the preset tolerance time, no action is taken;

[0027] When the duration during which the central detection sensor fails to detect the track reaches the upper limit of the preset tolerance time, and the vehicle has not traveled to the location of the front detection sensor of the adjacent front bogie of the bogie to which the central detection sensor belongs, automatic speed limiting measures are taken, and when a derailment warning is received, vehicle traction is cut off and the vehicle is stopped.

[0028] When the duration during which the track is not detected by the remote detection sensor reaches the upper limit of the preset tolerance time, and the vehicle has not traveled to the location of the rear detection sensor of the adjacent front bogie of the bogie to which the remote detection sensor belongs, automatic speed limiting measures are taken, and when a derailment warning is received, vehicle traction is cut off and the vehicle is stopped.

[0029] In some embodiments of this application, the derailment detection sensor is mounted in front of the corresponding guide wheel using a mounting part, and the detection surface is disposed above the track surface. When the detection surface deviates from the track surface for a certain period of time, a deviation signal indicating that the guide wheel is off track is emitted.

[0030] In some embodiments of this application, the communication module uses an Ethernet bus for communication, and the communication part of the data acquisition and communication module uses a CAN OPEN data bus for communication.

[0031] In some embodiments of this application, the communication module is selected as a switch.

[0032] Compared with the prior art, the advantages and beneficial effects of the present invention are:

[0033] (1) The presence or absence of the track following the guide wheel is detected by a detection sensor that does not contact the conductive track, which has no effect on the conductive track and does not generate noise;

[0034] (2) By setting a detection sensor in front of the guide wheel, and combining the information detected by the detection sensor, it is determined whether derailment has occurred. Furthermore, based on the type of detection sensor (including head, middle and far), it is possible to make separate judgments on whether the guide wheel has derailed, thus ensuring the reliability of derailment detection.

[0035] (3) Diagnostic terminals are configured at both ends of the driver's cab. The two diagnostic terminals are in a master-slave relationship with each other, with redundant design to improve the reliability of the derailment detection system and ensure that vehicle-related information can be displayed on their respective human-machine interfaces. Attached Figure Description

[0036] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments of the present invention or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0037] Figure 1 This is a schematic diagram of the arrangement of guide wheels in a guided rail tram.

[0038] Figure 2 This is the architecture of the guide wheel derailment detection system of the present invention. Figure 1 ;

[0039] Figure 3 This is the architecture of the guide wheel derailment detection system of the present invention. Figure 2 .

[0040] Figure label:

[0041] 100. First diagnostic terminal; 110. First logic processing module; 120. First communication module; 130. First human-machine interface; 140. First data acquisition and communication module; 150. First redundancy verification module;

[0042] 200. Second diagnostic terminal; 210. Second logic processing module; 220. Second communication module; 230. Second human-machine interface; 240. Second data acquisition and communication module; 250. Second redundancy verification module;

[0043] 111~119, detection sensor; 119', detection sensor. Detailed Implementation

[0044] 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.

[0045] In the description of this application, it should be understood that the terms "center", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0046] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, unless otherwise stated, "a plurality of" means two or more.

[0047] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0048] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0049] The following disclosure provides many different embodiments or examples for implementing various structures of the invention. To simplify the disclosure, specific examples of components and arrangements are described below. These are merely examples and are not intended to limit the invention. Furthermore, reference numerals and / or letters may be repeated in different examples; such repetition is for simplification and clarity and does not in itself indicate a relationship between the various embodiments and / or arrangements discussed. In addition, examples of various specific processes and materials are provided in this invention, but those skilled in the art will recognize the application of other processes and / or the use of other materials.

[0050] See Figure 1 It shows a schematic diagram of a rubber-tired rail tram.

[0051] The rubber-tired guide rail trolley has multiple bogies (not shown), each bogie is equipped with two guide wheels, front and rear. When the forward-facing car M1 is in use, the guide rail trolley runs forward along the metal guide rail (the arrow indicates the direction of vehicle movement). When the reverse-facing car M2 is in use, the guide rail trolley runs backward along the metal guide rail, realizing bidirectional operation of the guide rail trolley.

[0052] In some embodiments of this application, a detection sensor is provided for each guide wheel. Specifically, the detection sensor is installed in front of the guide wheel through a mounting part (e.g., a mounting bracket). The detection sensor adopts the principle of long-distance inductive directional metal detection to achieve non-contact detection of metal guide rails.

[0053] During normal vehicle operation, regardless of how the guide wheels deviate or bounce, the detection sensor can always detect the metal guide rail. When the guide wheels press against or derail, the detection sensor loses the metal guide rail signal. When the detection surface of the sensor deviates from the guide rail surface for, for example, 10ms, a deviation signal is emitted to detect the presence or absence of the rail.

[0054] For example, see Figure 1 It shows five bogies, each with two guide wheels. Figure 1 The guide wheels shown in the diagram along the vehicle's direction of travel are, in order: guide wheel A1, guide wheel A2, guide wheel A3, guide wheel A4, guide wheel A5, guide wheel A6, guide wheel A7, guide wheel A8, guide wheel A9, and guide wheel A10.

[0055] One detection sensor is installed for each of the two guide wheels on each bogie, so ten detection sensors need to be installed along the direction of vehicle travel.

[0056] See Figure 2 Along the vehicle's direction of travel, the detection sensors are sequentially labeled as first detection sensor 111, second detection sensor 112, third detection sensor 113, fourth detection sensor 114, fifth detection sensor 115, sixth detection sensor 116, seventh detection sensor 117, eighth detection sensor 118, ninth detection sensor 119, and tenth detection sensor 119'.

[0057] The first detection sensor 111 corresponds to guide wheel A1, the second detection sensor corresponds to guide wheel A2, the third detection sensor corresponds to guide wheel A3, the fourth detection sensor corresponds to guide wheel A4, the fifth detection sensor corresponds to guide wheel A5, the sixth detection sensor corresponds to guide wheel A6, the seventh detection sensor corresponds to guide wheel A7, the eighth detection sensor corresponds to guide wheel A8, the ninth detection sensor corresponds to guide wheel A9, and the tenth detection sensor corresponds to guide wheel A10.

[0058] See below. Figure 2 and Figure 3 This will describe the guide wheel derailment detection system.

[0059] The guide wheel derailment detection system includes multiple detection sensors and two diagnostic terminals. Each detection sensor corresponds to one guide wheel, and the two diagnostic terminals are located in the driver's cab at both ends of the vehicle and receive information detected by the multiple detection sensors.

[0060] The two diagnostic terminals are designated as the first diagnostic terminal 100 and the second diagnostic terminal 200, respectively. The first diagnostic terminal 100 is located in the driver's cab of the forward-facing vehicle M1, and the second diagnostic terminal 200 is located in the driver's cab of the reverse-facing vehicle M2.

[0061] The first diagnostic terminal 100 and the second diagnostic terminal 200 have the same structure.

[0062] The first diagnostic terminal 100 includes a first logic controller, a first communication module 120, a first human-machine interface 130, and a first data acquisition and communication module 140. The first logic controller includes a first logic processing module 110, and the first data acquisition and communication module 140 includes an acquisition part and a communication part.

[0063] The first logic processing module 110 is connected to the first human-machine interface 130 via the first communication module 120, and is used to control the display of data on the first human-machine interface 130.

[0064] The second diagnostic terminal 200 includes a second logic controller, a second communication module 220, a second human-machine interface 230, and a second data acquisition and communication module 240. The second logic controller includes a second logic processing module 210, and the second data acquisition and communication module 240 includes an acquisition part and a communication part.

[0065] The second logic processing module 210 communicates with the second human-machine interface 230 through the second communication module 220 and is used to control the data display on the second human-machine interface 230.

[0066] The first communication module 120 in the first diagnostic terminal 100 is connected to the second communication module 220 in the second diagnostic terminal 200, so as to realize the control of the first human-machine interface 130 in the first diagnostic terminal 100 and the second human-machine interface 230 in the second diagnostic terminal 200 when the two diagnostic terminals are in master-slave mode.

[0067] In some embodiments of this application, the communication module 120 / 220 may be a switch, the logic processing module 110 / 210 communicates with the switch via Ethernet cable, and the human-machine interaction module 130 / 230 also communicates with the switch via Ethernet cable.

[0068] The switch in the first diagnostic terminal 100 and the switch in the second diagnostic terminal 200 communicate via Ethernet through a connected network cable.

[0069] The first logic processing module 110 in the first diagnostic terminal 100 is connected to the communication part of the first data acquisition and communication module 140 in the first diagnostic terminal 100.

[0070] The acquisition part of the first data acquisition and communication module 140 and a portion of the multiple detection sensors (i.e., see...) Figure 2The first detection sensor 111, the second detection sensor 112, the third detection sensor 113, the fourth detection sensor 114, the fifth detection sensor 115, and the sixth detection sensor 116 shown are connected to obtain the information detected by the detection sensors through the acquisition part of the first data acquisition and communication module 140 and send it to the first logic processing module 110 in the first diagnostic terminal 100.

[0071] The second logic processing module in the second diagnostic terminal 200 is connected to the communication part in the second data acquisition and communication module 240 in the second diagnostic terminal 200.

[0072] The acquisition part of the second data acquisition and communication module 240 and the remaining part of the multiple detection sensors (i.e., see...) Figure 2 The seventh detection sensor 117, the eighth detection sensor 118, the ninth detection sensor 119 and the tenth detection sensor 119' shown are connected to obtain the information detected by the remaining detection sensors through the acquisition part of the second data acquisition and communication module 240 and send it to the second logic processing module 210 in the second diagnostic terminal 200.

[0073] Furthermore, the communication part in the first data acquisition and communication module 140 and the communication part in the second data acquisition and communication module 240 are connected to each other, so that the two diagnostic terminals 100 and 200 are in master-slave mode, and both the master diagnostic terminal and the slave diagnostic terminal can acquire data from all detection sensors respectively.

[0074] In some embodiments of this application, the data acquisition and communication module 140 / 240 may be a remote IO acquisition module, and the first data acquisition and communication module 140 and the second data acquisition and communication module 240 communicate using a CAN OPEN data bus.

[0075] In some embodiments of this application, the first diagnostic terminal 100 and the second diagnostic terminal 200 use the first communication module 120 and the second communication module 220 to confirm the master-slave relationship.

[0076] To confirm the master-slave relationship between the two diagnostic terminals 100 and 200, see [link / reference]. Figure 3 Each diagnostic terminal is also equipped with a redundancy verification module, which is connected to the logic processing module of the diagnostic terminal and communicates with the communication module.

[0077] Note: The redundancy verification module in the first diagnostic terminal 100 is the first redundancy verification module 150, and the redundancy verification module in the second diagnostic terminal 200 is the second redundancy verification module 250.

[0078] The first redundancy verification module 150 communicates with the second redundancy verification module 250 through the first communication module 120 and the second communication module 220 to realize redundancy functions and data backup transmission between the first diagnostic terminal 100 and the second diagnostic terminal 200.

[0079] First, the first redundancy check module 150 establishes a connection with the second redundancy check module 250 through the first communication module 120 and the second communication module 220 and confirms the master-slave relationship. The logic processing module in the master diagnostic terminal performs data processing and outputs the results, and the slave diagnostic terminal performs hot standby.

[0080] In some embodiments of this application, the first diagnostic terminal 100 is identified as the master diagnostic terminal and the second diagnostic terminal 200 is identified as the slave diagnostic terminal.

[0081] During the communication process, the first redundancy check module 150 in the first diagnostic terminal 100 detects the life signal from the second diagnostic terminal 200 in real time through the first communication module 120, and sends its own life signal to the second redundancy check module 250 in the second diagnostic terminal 200.

[0082] Network devices in network communication send life signals (such as data bits) to each other. These signals are changed once in each frame of communication to verify whether the other device is offline or has crashed.

[0083] For example, network device A communicates with network device B. Network device B sends data to network device A. The life signal in each data transmission from network device B changes. If network device A receives a continuously changing life signal, it indicates that network device B's program is running normally and its transmitted data is reliable. If network device B continuously sends the same life signal, it indicates that network device B has crashed and its transmitted data is unreliable. Alternatively, if it continuously sends a life signal of 0, it indicates that network device B is not powered on and is offline.

[0084] Therefore, the presence or absence of a life signal can be used to determine whether two network devices are online and whether the data they send is reliable.

[0085] When the life signals of the main diagnostic terminal and the slave diagnostic terminal are normal, the main diagnostic terminal displays the data information on the first human-machine interface 130 through the first communication module 120, and simultaneously displays it on the second human-machine interface 230 through the first communication module 120 and the second communication module 220.

[0086] When the life signal is interrupted or the verification fails, there may be a situation where the communication network cable between the first communication module 120 and the second communication module 220 is disconnected. At this time, the main diagnostic terminal and the slave diagnostic terminal respectively obtain the data of all detection sensors, process them and display them on their respective human-machine interaction interfaces.

[0087] Specifically, the first diagnostic terminal 100 directly acquires data from a portion of the corresponding connected detection sensors (i.e., the first detection sensor 111, the second detection sensor 112, the third detection sensor 113, the fourth detection sensor 114, the fifth detection sensor 115, and the sixth detection sensor 116) through the acquisition part of the first data acquisition and communication module 140, and obtains data from another portion of the corresponding connected detection sensors (i.e., the seventh detection sensor 117, the eighth detection sensor 118, the ninth detection sensor 119, and the tenth detection sensor 119') through the communication part of the first data acquisition and communication module 140 and the second data acquisition and communication module 240, and displays the processed data on the first human-machine interface 130.

[0088] For the diagnostic terminal, the second diagnostic terminal 200 directly acquires data from a portion of the corresponding connected detection sensors (i.e., the seventh detection sensor 117, the eighth detection sensor 118, the ninth detection sensor 119, and the tenth detection sensor 119') through the acquisition part of the second data acquisition and communication module 240, and obtains data from another portion of the corresponding connected detection sensors (i.e., the first detection sensor 111, the second detection sensor 112, the third detection sensor 113, the fourth detection sensor 114, the fifth detection sensor 115, and the sixth detection sensor 116) through communication between the second data acquisition and communication module 240 and the first data acquisition and communication module 140, and displays the processed data on the second human-machine interface 230.

[0089] When the diagnostic terminal detects a loss of vital signs from the primary diagnostic terminal, the secondary diagnostic terminal 200 sends a placeholder command to the primary diagnostic terminal 100 and takes over the primary human-machine interface 130, temporarily making the secondary diagnostic terminal 200 the primary diagnostic terminal. This allows the data information in the secondary diagnostic terminal 200 to be sent to the primary human-machine interface 130 and displayed on the secondary human-machine interface 230. When the vital signs return to normal, the placeholder command is reset, allowing the primary diagnostic terminal 100 to become the primary diagnostic terminal again.

[0090] When the bus between the communication part of the first data acquisition and communication module 140 and the communication part of the second data acquisition and communication module 240 is disconnected as described above, the first diagnostic terminal 100 sends a signal to the second logic processing module 210 through the communication between the first communication module 120 and the second communication module 220, so that the second data communication and acquisition module 240 acquires the data of the corresponding connected detection sensors (i.e., the seventh detection sensor 117, the eighth detection sensor 118, the ninth detection sensor 119 and the tenth detection sensor 119') and feeds it back to the first logic processing module 110 through the second communication module 220 and the first communication module 120. In this way, the main diagnostic terminal obtains the data of all detection sensors, processes it and displays it on the first human-machine interface 130.

[0091] Furthermore, the main diagnostic terminal also displays the processed data information on the second human-machine interface 230 through the first communication module 120 and the second communication module 220.

[0092] When the communication network cable between the first communication module 120 and the second communication module 220 is disconnected, and the communication line between the first data acquisition communication module 140 and the second data acquisition communication module 240 is also disconnected, the main diagnostic terminal can only obtain data from a portion of the corresponding connected detection sensors (i.e., the first detection sensor 111, the second detection sensor 112, the third detection sensor 113, the fourth detection sensor 114, the fifth detection sensor 115, and the sixth detection sensor 116), and can only obtain data from another portion of the corresponding connected detection sensors (i.e., the seventh detection sensor 117, the eighth detection sensor 118, the ninth detection sensor 119, and the tenth detection sensor 119'). The data used by the derailment detection system is incomplete, and therefore the system fails.

[0093] The architecture of the guide wheel derailment detection system has been described above. The following describes the logical processing performed by the logic processing module 110 / 210 on the data detected by all the detection sensors.

[0094] In some embodiments of this application, in order to reliably detect derailment of the guide wheel, multiple detection sensors are of different types (including head type, middle type and far-away type) according to their installation positions, which will be described separately below.

[0095] Along the vehicle's direction of travel, the front detection sensor of each bogie is designated as the middle detection sensor, and the first middle detection sensor on the front side of the direction of travel is designated as the head detection sensor. The rear detection sensor of each bogie is designated as the farthest detection sensor.

[0096] For example, of the ten detection sensors described above, the first detection sensor 111 and the second detection sensor 112 belong to the first bogie, the third detection sensor 113 and the fourth detection sensor 114 belong to the second bogie, the fifth detection sensor 115 and the sixth detection sensor 116 belong to the third bogie, the seventh detection sensor 117 and the eighth detection sensor 118 belong to the fourth bogie, and the ninth detection sensor 119 and the tenth detection sensor 119' belong to the fifth bogie.

[0097] Along the vehicle's direction of travel, the first detection sensor 111 is located at the front of the first bogie, the third detection sensor 113 is located at the front of the second bogie, the fifth detection sensor 115 is located at the front of the third bogie, the seventh detection sensor 117 is located at the front of the fourth bogie, and the ninth detection sensor 119 is located at the front of the fifth bogie.

[0098] The first central detection sensor on the front side of the running direction is the first detection sensor 111.

[0099] Therefore, the first detection sensor 111 is a head detection sensor, and the third detection sensor 113, the fifth detection sensor 115, the seventh detection sensor 117 and the ninth detection sensor 119 are middle detection sensors.

[0100] The remaining second detection sensor 112, fourth detection sensor 114, sixth detection sensor 116, eighth detection sensor 118 and tenth detection sensor 119' are located far from the detection sensor.

[0101] Different detection strategies are adopted for different types of detection sensors to ensure the reliability of derailment detection and ensure the normal operation of vehicles.

[0102] The head detection sensor is installed on the left front side of the first guide wheel A1 in the running direction and plays a leading role in the normal operation of the vehicle. Therefore, for the head detection sensor, when the duration of the head detection sensor not detecting the track reaches the upper limit of the preset tolerance time, both the main diagnostic terminal and the slave diagnostic terminal issue a derailment warning.

[0103] The upper limit of the preset tolerance time can be a time range or a single time length.

[0104] Considering that the guide wheels may bounce or cross the insulated rail gaps due to road conditions during high-speed vehicle operation, a tolerance time needs to be set, which is preset.

[0105] Considering vehicle driving safety, this tolerance time is negatively correlated with vehicle speed; that is, the faster the speed, the shorter the tolerance time.

[0106] For the middle detection sensors (i.e., the third detection sensor 113, the fifth detection sensor 115, the seventh detection sensor 117 and the ninth detection sensor 119 as described above), the detection data of adjacent middle detection sensors at the same location are used to confirm the derailment.

[0107] When a certain central detection sensor passes position A and fails to detect the track, the detection data of the front detection sensor C of the adjacent front bogie of the bogie to which the central detection sensor belongs is recorded at position B. The detection data is compared with the data detected by the central detection sensor when it travels to position B. If the two data are different, the first logic processing module 110 determines that the central detection sensor is faulty or that the guide wheel at the central detection sensor is derailed.

[0108] The following will introduce two methods as examples.

[0109] See Figure 3 In some embodiments of this application, the moment when the middle detection sensor on the front side of the second bogie (i.e., the third detection sensor 113) does not detect the track when it passes position A is t1. At this time, the data Data1 detected by the detection sensor on the front side of the first bogie (i.e., the first detection sensor 111) at position B is recorded.

[0110] When the third detection sensor 113 moves from position A to position B, the detection data Data2 is recorded at this time.

[0111] Compare data Data1 and data Data2. If they are different, it is determined that the guide wheel at the third detection sensor 113 has derailed.

[0112] In some embodiments of this application, the moment when the central detection sensor (i.e., the fifth detection sensor 115) on the front side of the third bogie does not detect the track when it passes position A is t1. At this time, the data Data1 detected by the detection sensor (i.e., the third detection sensor 113) on the front side of the second bogie at position B is recorded.

[0113] When the fifth detection sensor 115 moves from position A to position B, the detection data Data2 is recorded at this time.

[0114] Compare data Data1 and data Data2. If they are different, it is determined that the guide wheel at the fifth detection sensor 115 has derailed.

[0115] When it is determined that the guide wheel at the central detection sensor has derailed, and the duration for which the central detection sensor has not detected the track is greater than the tolerance time, both the main diagnostic terminal and the slave diagnostic terminal issue a derailment warning.

[0116] As mentioned above, position B is determined based on the train travel distance between position A and position B.

[0117] In some embodiments of this application, the distance s between adjacent middle sensors (e.g., the fifth detection sensor 115 and the third detection sensor 113) can be determined based on the installation position of the detection sensor.

[0118] The diagnostic terminal can obtain information about other vehicles, such as vehicle speed and running time, through the communication module.

[0119] The time t1 when a certain central detection sensor passes through position A and does not detect the track can be obtained. Based on the vehicle speed and the built-in clock of the logic processing module, the distance S traveled by the vehicle from position A is obtained using an integration algorithm. When S≥s, it indicates that the certain central detection sensor has reached position B.

[0120] At this time, when a certain central detection sensor passes through position B, it will detect whether there is a track.

[0121] In some embodiments of this application, the same detection method as the central detection sensor is used for sensors located far from the detection sensor. The difference lies in the position of the detection sensor on the bogie, which will not be elaborated here.

[0122] Considering that the vehicle may bounce or cross insulated rail gaps at high speeds, if the duration during which the detection sensor in the middle section does not detect the rail reaches the lower limit of the tolerance time, no action can be taken, and it can be considered as interference or bouncing.

[0123] To determine whether the guide wheel at the central detection sensor has derailed, a dual-judgment strategy is adopted to reliably determine whether the guide wheel at the central detection sensor has derailed.

[0124] If the time during which the central detection sensor fails to detect the track reaches the upper limit of the preset tolerance time, and the vehicle has not traveled to the position of the front detection sensor of the adjacent front bogie to which the central detection sensor belongs, automatic speed limiting measures will be taken to reduce the vehicle speed and avoid safety hazards caused by the guide wheel at the central detection sensor potentially derailing.

[0125] Furthermore, when a derailment warning is issued for the guide wheel at the central detection sensor, the vehicle traction is cut off and the vehicle is stopped to ensure driving safety.

[0126] In some embodiments of this application, the same adjustment strategy as that for the detection sensor located far from the center is adopted. The difference is that the detection sensor is located at a different position on the bogie, which also ensures driving safety. This will not be elaborated here.

[0127] The logic processing module performs graded adjustments based on the vehicle's real-time speed and the duration of the undetected track, achieving a balance between preventing false alarms and ensuring safe driving.

[0128] For head-mounted detection sensors, if a derailment warning is issued only intermittently and momentarily, it is considered to be caused by vibrations or interference due to the vehicle's high-speed movement. The driver is alerted, but the vehicle is not stopped.

[0129] When the head detection sensor continuously reports a derailment warning, it will safely brake and stop.

[0130] In this way, the needs of both preventing false alarms and ensuring safe driving can be met.

[0131] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A wheelset derailment detection system, characterized by, The application relates to a vehicle derailment diagnosis system, which comprises the following parts: a plurality of detection sensors, each detection sensor being rigidly installed to the front of each guide wheel through a respective mounting part, and used for detecting information about whether a track exists or not; first and second diagnosis terminals which are respectively arranged in the driver's cabins at the two ends of the vehicle, and each diagnosis terminal comprises a logic controller, a man-machine interface, a communication module and a data acquisition communication module, the logic controller is in communication connection with the communication module and connected with an acquisition part of the data acquisition communication module, the man-machine interface is in communication connection with a logic processing module in the logic controller through the communication module, an acquisition part of a data acquisition module in the first diagnosis terminal is connected with a part of the plurality of detection sensors, an acquisition part of a data acquisition module in the second diagnosis terminal is connected with the remaining detection sensors, two communication modules in the two diagnosis terminals are in communication with each other, and the communication parts of the two data acquisition communication modules are also in communication with each other, the two diagnosis terminals are in master-slave relationship with each other; the logic processing module acquires the detection information of all the detection sensors through the acquisition parts of the data acquisition modules; when the duration that a head detection sensor does not detect a track reaches the upper limit value of a preset tolerance time, the logic processing module controls to issue a derailment early warning; in the running direction of the vehicle, when a certain middle detection sensor does not detect a track at position A, the detection data of a middle detection sensor C of an adjacent front bogie of the bogie to which the certain middle detection sensor belongs at position B is recorded, and the detection data is compared with the detection data of the certain middle detection sensor when the certain middle detection sensor travels to the position B, if the two pieces of data are different, the logic processing module judges that the certain middle detection sensor is faulty or a guide wheel at the certain middle detection sensor is derailed; when the duration that the certain middle detection sensor does not detect a track reaches the upper limit value of the preset tolerance time, and the logic processing module judges that the certain middle detection sensor is faulty or the guide wheel at the certain middle detection sensor is derailed, the logic processing module controls to issue a derailment early warning; the detection of a track by a far detection sensor is the same as the detection of a track by a middle detection sensor; wherein, in the running direction of the vehicle, the front side detection sensor belonging to each bogie is recorded as a middle detection sensor, and the first middle detection sensor on the front side in the running direction is recorded as a head detection sensor, and the rear side detection sensor belonging to each bogie is recorded as a far detection sensor.

2. The wheel derailment detection system of claim 1, wherein the logic controller further comprises: a redundancy check module which is connected with the logic processing module and in communication connection with the communication module; the first diagnosis terminal determines the slave relationship with the second diagnosis terminal through the redundancy check module and the communication module in the first diagnosis terminal; the redundancy check module in the master diagnosis terminal detects a life signal from the slave diagnosis terminal in real time through the communication module in the master diagnosis terminal, and sends a life signal of itself to the redundancy check module in the slave diagnosis terminal; when the life signal is normal, the data information in the master diagnosis terminal is sent to the two man-machine interfaces in the two master diagnosis terminals for display. When the life signal is interrupted or fails to pass the check, the master diagnostic terminal and the slave diagnostic terminal each acquire data of all detection sensors and display the data on the respective man-machine interface after processing; When the slave diagnostic terminal detects that the life signal of the master diagnostic terminal is lost, the slave diagnostic terminal sends an occupation instruction to the master diagnostic terminal and takes over the man-machine interface of the master diagnostic terminal, so that data information in the slave diagnostic terminal is sent to two man-machine interfaces in the two master diagnostic terminals for display, and when the life signal returns to normal, the occupation instruction is reset.

3. The derailment detection system according to claim 1, wherein The logic processing module in the master diagnostic terminal calculates the running distance of the vehicle from position A to position B using an integral algorithm according to the vehicle speed and the built-in clock, and when the running distance reaches the distance between the certain middle detection sensor and the middle detection sensor C, the certain middle detection sensor reaches the position B and detects whether there is a track at the position B.

4. The wheel derailment detection system of claim 1, wherein The logic processing module adjusts the levels according to the real-time vehicle speed and the duration of no detection of the track, specifically: When the instantaneous discontinuous derailment warning is issued for the head detection sensor, the driver is reminded to pay attention; When the duration of no detection of the track by the middle detection sensor or the remote detection sensor reaches the lower limit value of the preset tolerance time, no processing is performed; When the duration of no detection of the track by the middle detection sensor reaches the upper limit value of the preset tolerance time and the vehicle has not traveled to the position of the front detection sensor of the adjacent front bogie of the bogie to which the middle detection sensor belongs, an automatic speed limiting measure is taken, and when a derailment warning is received, the vehicle traction is cut off and the vehicle is stopped; When the duration of no detection of the track by the remote detection sensor reaches the upper limit value of the preset tolerance time and the vehicle has not traveled to the position of the rear detection sensor of the adjacent front bogie of the bogie to which the remote detection sensor belongs, an automatic speed limiting measure is taken, and when a derailment warning is received, the vehicle traction is cut off and the vehicle is stopped.

5. The derailment detection system according to claim 1, wherein The detection sensor is installed in front of the corresponding guide wheel by the installation part, and the detection surface is arranged above the track surface, and the deviation signal indicating that the guide wheel is off the track is issued within a certain time when the detection surface deviates from the track surface.

6. The wheel derailment detection system of claim 1, wherein The communication module selects to use Ethernet bus for communication, and the communication part in the data acquisition communication module uses CAN OPEN data bus for communication.

7. The wheel derailment detection system of claim 6, wherein The communication module selects a switch.

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