Coupling device and traction status detection method of intelligent rail transit vehicle

Abstract

The present application discloses a coupling device of a smart rail tram and a method for detecting its traction state. The coupling device includes a base, a rotating bearing, a buffer mechanism, a first connecting rod, a second connecting rod, a coupler, an angle sensing module and a deformation detection module. The angle sensing module is configured to detect the rotation angle of the rotating bearing, the deformation detection module is installed on the buffer mechanism, the deformation detection module is configured to detect the deformation of the buffer mechanism, and the angle sensing module and the deformation detection module are configured to be electrically connected to the control module of the smart rail tram. Through the above-mentioned settings, the coupling device can provide buffering and steering freedom for the smart rail tram in marshaling operation. At the same time, the control module of the smart rail tram can receive the deformation data of the buffer mechanism and the rotation data of the rotating bearing, and calculate the tension and pressure state and the actual deflection angle of the coupling device, so as to adjust the steering angle and acceleration and deceleration of the rear vehicle, and realize the safe operation of the coupled smart rail tram.

Description

Technical Field

[0001] The present application relates to the technical field of smart rail trams, and in particular to a coupling device and a traction status detection method for a smart rail tram. Background Art

[0002] The intelligent rail tram, also known as the intelligent rail express system, controls and drives the tram by tracking and following the virtual track. During peak passenger flow periods, if two intelligent rail trams can be combined and operated through a coupling device, it will greatly ease the passenger pressure.

[0003] For traditional rail trains, their steering is constrained by rails, so the coupling device can provide longitudinal constraints to achieve marshaling operation. However, the smart rail tram has no traditional rails. If the rear car wants to follow the front car to complete the turn, the coupling device needs to provide additional rotational freedom and steering information. In the prior art, the coupling device of the smart rail tram includes bearings, connecting rods, hooks and angle sensors. When the front car turns, the angle sensor measures the rotation angle of the coupling device, and the control system controls the rotation of the rubber wheel of the rear car according to the angle measurement signal, thereby realizing the steering of the coupled vehicle.

[0004] During the marshaling and operation of the smart rail tram, there will be an impact on the coupling device, so a buffer device needs to be provided on the coupling device. The buffer device in the prior art is usually a rubber bushing, which has poor durability and is prone to elastic fatigue under long-term stress. In addition, the buffer device has the characteristic of deformation when subjected to force, which will affect the actual deflection angle of the connecting rod, causing the connecting rod to deflect due to the deformation of the buffer device. The angle sensor cannot detect the deflection angle of the connecting rod caused by the deformation of the buffer device, which makes the control system unable to accurately detect the actual rotation angle of the coupling device, thereby reducing the safety of operation.

[0005] On the other hand, in the current technology, the coupling device only includes angle measurement, and the relative tension and pressure state between the electric vehicles is unknown. The coupling device is in a state of tension or compression for a long time, which not only easily causes fatigue of the buffer device, but also is not conducive to the stable operation of the smart rail tram. Therefore, it is necessary to detect the tension and pressure state of the coupling device, so as to correct the following speed of the following vehicle accordingly to ensure safe operation.

[0006] In summary, under the premise of realizing the rotation and buffering functions of the smart rail tram coupling device, how to realize the tensile and pressure detection of the device and the detection of the deflection angle when considering the flexible deformation of the buffer mechanism are technical problems that need to be urgently solved in this field. Summary of the invention

[0007] In order to address the deficiencies in the prior art, the purpose of the present application is to provide a coupling device for a smart rail tram and a method for detecting its traction status, which, under the premise that the coupling device has rotation and buffering functions, can realize the detection of the pulling and pressure status and the actual deflection angle of the device to ensure the safe operation of the coupled vehicle.

[0008] To achieve the above objectives, this application adopts the following technical solutions:

[0009] A coupling device for a smart rail tram, the coupling device includes a base, a rotating bearing, a buffer mechanism, a first connecting rod, a second connecting rod, a coupler, an angle sensing module and a deformation detection module. The base is configured to be fixedly connected to the smart rail tram. The rotating bearing is mounted on the base, and the axis of the rotating bearing extends along the up and down direction of the coupling device. One end of the first connecting rod is rotatably connected to the rotating bearing, and one end of the second connecting rod is connected to the end of the first connecting rod away from the rotating bearing through a buffer mechanism. The buffer mechanism has a deformable amount, and the deformable amount is configured to provide a buffering effect for the first connecting rod and the second connecting rod. The angle sensing module is mounted on the base, and the angle sensing module is configured to detect the rotation angle of the rotating bearing. The deformation detection module is mounted on the buffer mechanism, and the deformation detection module is configured to detect the deformation of the buffer mechanism. Among them, the deformation of the buffer mechanism detected by the deformation detection module includes: the amount of expansion and contraction of the buffer mechanism along the axial direction of the first connecting rod and the horizontal bending angle of the buffer mechanism relative to the axis of the first connecting rod. The angle sensing module and the deformation detection module are configured to be electrically connected to the control module of the smart rail tram.

[0010] Furthermore, the deformation detection module includes a first detection module, a second detection module, a third detection module and a fourth detection module, the buffer mechanism is a cylindrical structure, and the first detection module, the second detection module, the third detection module and the fourth detection module are arranged on the outer surface of the buffer mechanism along the circumference of the buffer mechanism. The first detection module and the third detection module are respectively located on the left and right sides of the buffer mechanism, and the second detection module and the fourth detection module are respectively located on the upper and lower sides of the buffer mechanism.

[0011] Further, the first detection module, the second detection module, the third detection module and the fourth detection module all use strain gauges; or the first detection module, the second detection module, the third detection module and the fourth detection module all use a strain gauge group formed by multiple strain gauges.

[0012] Furthermore, two coupling devices are provided, which are defined as a first coupling mechanism for connecting one smart rail tram and a second coupling mechanism for connecting another smart rail tram, and a detachable connection is formed between the coupler of the second coupling mechanism and the coupler of the first coupling mechanism.

[0013] Furthermore, the buffer mechanism includes a buffer portion with a deformable margin, a first fastener connected to the first connecting rod, and a second fastener connected to the second connecting rod, the first fastener is integrally formed with one end of the buffer portion, and the second fastener is integrally formed with one end of the buffer portion away from the first fastener. The buffer portion is a cylindrical structure, and the buffer portion is a flexible rubber rod.

[0014] Further, the first connecting rod is provided with an internal threaded hole, the first fastener is provided with an external thread, and the first fastener is threadedly connected to the first connecting rod. The second connecting rod is provided with an internal threaded hole, the second fastener is provided with an external thread, and the second fastener is threadedly connected to the second connecting rod.

[0015] To achieve the above objectives, this application adopts the following technical solutions:

[0016] A method for detecting the traction state of a coupling device of a smart rail tram. The traction state includes: the tension and pressure state of the coupling device and the actual deflection angle of the coupling device. The traction state detection method includes: a deformation detection module detects the deformation of a buffer mechanism; an angle sensing module detects the rotation angle of a rotating bearing; a control module of the smart rail tram detects the tension and pressure state of the coupling device through the amount of expansion and contraction; and the control module of the smart rail tram calculates the actual deflection angle of the coupling device, which is the sum of the rotation angle of the rotating bearing and the horizontal bending angle of the buffer mechanism.

[0017] Furthermore, the expansion and contraction amount of the buffer mechanism is calculated according to the detection value of the deformation detection module to obtain the tension and pressure state of the connecting device. The formula is as follows:

[0018] ;

[0019] in, is the expansion and contraction amount of the buffer mechanism, is the expansion and contraction amount of the buffer mechanism detected by the first detection module, is the expansion and contraction amount of the buffer mechanism detected by the second detection module, is the expansion and contraction amount of the buffer mechanism detected by the third detection module, is the expansion and contraction amount of the buffer mechanism detected by the fourth detection module, is the output voltage of the amplifier circuit of the first detection module, is the output voltage of the amplifier circuit of the second detection module, is the output voltage of the amplifier circuit of the third detection module, is the output voltage of the amplifier circuit of the fourth detection module, is the strain coefficient of the deformation detection module, It is the input voltage of the amplifier circuit of the deformation detection module.

[0020] Furthermore, the formula for the horizontal bending angle of the buffer mechanism is as follows:

[0021] ;

[0022] The formula for the actual deflection angle of the coupling device is as follows:

[0023] ;

[0024] in, is the measured angle of the angle sensing module, is the horizontal bending angle of the buffer mechanism, is the actual deflection angle of the linkage device after correction, is the axial length of the buffer mechanism in a static state, is the radius of the buffer mechanism in a static state.

[0025] To achieve the above objectives, this application adopts the following technical solutions:

[0026] A neural network model is trained using the calibrated data, and the trained neural network model is transplanted into the control module of the smart rail tram to calculate the traction state of the coupling device. The traction state detection method includes: the coupling device is fixed to the calibration device; a force is applied to the buffer mechanism so that the buffer mechanism is axially extended and contracted along the first connecting rod and horizontally bent relative to the axis of the first connecting rod, and the strain of the deformation detection module is obtained; the expansion amount and horizontal bending angle of the buffer mechanism and the strain of the deformation detection module are recorded to form a calibrated data; the force applied to the buffer mechanism is increased or decreased, and the expansion amount and horizontal bending angle of the buffer mechanism and the strain of the deformation detection module are repeatedly recorded until the collection of the calibrated data is completed to form a calibrated data set; the strain detected by the deformation detection module is used as the input of the neural network, and the expansion amount and horizontal bending angle of the buffer mechanism are used as the output of the neural network, and the training is performed on the data set to obtain the neural network model; the trained neural network model is transplanted into the control module of the smart rail tram to calculate the traction state of the coupling device.

[0027] In the present application, the coupling device can provide the required degrees of freedom for buffering and steering for the smart rail trams in marshaling operation. When two smart rail trams are marshaled and operated through the coupling device of the present invention, the control module of the smart rail tram can receive the deformation data of the buffer mechanism and the rotation data of the rotating bearing, and detect the tension and pressure state and actual deflection angle of the coupling device through the calculation method of the present invention, so as to adjust the steering angle and acceleration and deceleration of the rear vehicle, and realize the safe operation of the coupled smart rail trams. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1This is a schematic diagram of the overall structure of the coupling device of the smart rail tram of the present application;

[0029] Figure 2 This is a structural schematic diagram of a deformation detection module of a coupling device of a smart rail tram of the present application;

[0030] Figure 3 A schematic diagram of a combination of a first coupling mechanism and a second coupling mechanism of a coupling device of a smart rail tram of the present application;

[0031] Figure 4 It is a schematic diagram of a partial cross-sectional structure of the coupling device of the smart rail tram of the present application;

[0032] Figure 5 A schematic flow chart of a method for detecting the traction state of a coupling device of a smart rail tram of the present application;

[0033] Figure 6 A schematic diagram of the flow of neural network training in the traction state detection method of the coupling device of the smart rail tram of the present application. DETAILED DESCRIPTION

[0034] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the specific implementation manner of the present application will be clearly and completely described below in conjunction with the drawings in the implementation manner of the present application.

[0035] It should be noted that the words "first", "second" and similar words used in the specification and claims of this application do not indicate any order, quantity or importance, but are only used to distinguish different components. Similarly, words such as "one" or "a" do not indicate a quantitative limitation, but indicate the existence of at least one. "Multiple" or "several" means at least two. Unless otherwise specified, words such as "front", "back", "left", "right", "bottom" and / or "top" are only for the convenience of description and are not limited to one position or one spatial orientation. Words such as "include" or "comprise" mean that the elements or objects appearing before "include" or "comprise" include the elements or objects listed after "include" or "comprise" and their equivalents, and do not exclude other elements or objects. Words such as "connect" or "connected" are not limited to physical or mechanical connections, and may include electrical connections, whether direct or indirect.

[0036] The singular forms "a", "an" and "the" used in this specification and the appended claims are also intended to include the plural forms, unless the context clearly indicates otherwise. It should also be understood that the term "and / or" used herein refers to and includes any or all possible combinations of one or more of the associated listed items.

[0037] In order to clearly illustrate the technical solution of this application, this application also defines Figure 1 The up, down, left, right, front and back directions are shown.

[0038] like Figure 1 As shown, the present application provides a coupling device 100 for a smart rail tram, and the coupling device 100 includes a base 11, a rotating bearing 12, a buffer mechanism 13, a first connecting rod 14, a second connecting rod 15, a coupler 16, an angle sensor module 17 and a deformation detection module 18. Specifically, the base 11 is configured to be fixedly connected to the smart rail tram. The rotating bearing 12 is mounted on the base 11, and the axis of the rotating bearing 12 extends along the up and down direction of the coupling device 100. The rotating bearing 12 can be used to enable the coupling device 100 to have a rotational freedom relative to the smart rail tram, thereby realizing the steering of the smart rail tram during marshaling operation. One end of the first connecting rod 14 is rotatably connected to the rotating bearing 12, and one end of the second connecting rod 15 is connected to the end of the first connecting rod 14 away from the rotating bearing 12 through the buffer mechanism 13. The buffer mechanism 13 has a deformable characteristic. On the one hand, it can provide freedom for the dynamic postures of the connected smart rail tram, such as turning, pitching, and nodding; on the other hand, it can alleviate the transient impact caused by the smart rail tram when changing speed or turning, so as to improve the stability of the smart rail tram's coupled operation. The coupler 16 is fixed to the end of the second connecting rod 15 away from the buffer mechanism 13. The coupler 16 is used to connect the coupling devices 100 on two adjacent groups of smart rail trams, so that the smart rail trams can be grouped and run, and the passenger capacity of the smart rail trams can be increased.

[0039] In the present application, the smart rail trams connected at both ends of the coupling device 100 are defined as the front car and the rear car respectively, and the front car and the rear car are distributed along the front and rear direction of the coupling device 100.

[0040] In the present application, the angle sensing module 17 is installed on the base 11, and the angle sensing module 17 is configured to detect the rotation angle of the rotating bearing 12. The deformation detection module 18 is installed on the buffer mechanism 13, and the deformation detection module 18 is configured to detect the deformation of the buffer mechanism 13. The angle sensing module 17 and the deformation detection module 18 are configured to be electrically connected to the control module (not shown) of the smart rail tram. With such a configuration, the control module of the smart rail tram can receive the rotation data of the rotating bearing 12 detected by the angle sensing module 17 and the deformation data of the buffer mechanism 13 detected by the deformation detection module 18, and process the above data to obtain the actual deflection angle of the coupling device 100. Through the above-mentioned arrangement, on the one hand, the error caused by ignoring the deformation of the buffer mechanism 13 when detecting the deflection angle of the second connecting rod 15 can be avoided, and the accuracy of detecting the actual deflection angle of the coupling device 100 can be improved, so that the smart rail tram control module can control the steering of the rubber wheel of the rear vehicle according to the precise angle detection signal, so as to achieve synchronization of the trajectories of the front and rear vehicles, which is beneficial to safe operation; on the other hand, the smart rail tram control module can detect the extrusion and stretching state of the coupled smart rail tram according to the deformation data of the buffer mechanism 13, so as to adjust the speed of the rear vehicle and achieve synchronization of the driving of the front and rear vehicles, which is beneficial to safe and stable operation.

[0041] In some embodiments, the deformation detection module 18 is a strain gauge. The strain gauge is a sensor for measuring strain, which can detect the deformation data of an object. In this embodiment, the strain gauge is attached to the surface of the buffer mechanism 13 so that the strain gauge can detect the deformation data of the buffer mechanism 13 and transmit the deformation data to the control module of the smart rail tram.

[0042] like Figure 2As shown, as an embodiment, the deformation detection module 18 includes a first detection module 181, a second detection module 182, a third detection module 183 and a fourth detection module 184. The buffer mechanism 13 is a cylindrical structure, and the first detection module 181, the second detection module 182, the third detection module 183 and the fourth detection module 184 are arranged on the outer surface of the buffer mechanism 13 along the circumference of the buffer mechanism 13. Among them, along the left and right directions of the hanging device 100, the first detection module 181 and the third detection module 183 are respectively located on the left and right sides of the buffer mechanism 13. Such a setting can facilitate the deformation detection module 18 to detect the deflection angle of the second connecting rod 15 along the left and right directions of the hanging device 100. The second detection module 182 and the fourth detection module 184 are respectively located on the upper and lower sides of the buffer mechanism 13. Such a setting can facilitate the deformation detection module 18 to detect the deflection angle of the second connecting rod 15 along the upper and lower directions of the hanging device 100. The above arrangement is conducive to improving the comprehensiveness of the deformation detection module 18 on the deformation of the buffer mechanism 13, thereby improving the accuracy of the control module of the smart rail tram in detecting the deflection angle of the second connecting rod 15, and further improving the detection accuracy and control accuracy of the control module of the smart rail tram in the deflection direction of the rear vehicle.

[0043] As another optional implementation, the first detection module 181, the second detection module 182, the third detection module 183, and the fourth detection module 184 are all strain gauge groups formed by multiple strain gauges. With such a configuration, the number of strain gauges arranged on the buffer mechanism 13 can be further increased, thereby further improving the deformation detection accuracy of the buffer mechanism 13 by the deformation detection module 18, and further improving the accuracy of the detection and control of the deflection angle of the rear vehicle by the control module of the smart rail tram. It should be noted that in this application, there is no restriction on the number of strain gauge groups of the first detection module 181, the second detection module 182, the third detection module 183, and the fourth detection module 184.

[0044] In some embodiments, the angle sensor module 17 is a photoelectric encoder. The photoelectric encoder converts the rotation angle of the rotating bearing 12 from a mechanical quantity to a digital quantity through photoelectric conversion, and transmits it to the control module of the smart rail tram, so that the smart rail tram can receive and process the rotation angle of the rotating bearing 12.

[0045] It should be noted that the angle sensing module 17 may also be other devices that can detect the rotation angle of the rotating bearing 12 and transmit the rotation angle to the control module, and this application does not limit it. The deformation detection module 18 may also be other devices that can detect the deformation data of the buffer mechanism 13 and transmit the deformation data to the control module of the smart rail tram, and this application does not limit it.

[0046] like Figure 3As shown, in the present application, two coupling devices 100 are provided, and the two coupling devices 100 are defined as a first coupling mechanism 19 for connecting one smart rail tram and a second coupling mechanism 101 for connecting another smart rail tram, and a detachable connection is formed between the coupler 16 of the second coupling mechanism 101 and the coupler 16 of the first coupling mechanism 19.

[0047] In this embodiment, the angle sensing module 17 in the first coupling mechanism 19 can detect the rotation angle of the first connecting rod 14 in the first coupling mechanism 19, and the deformation detection module 18 in the first coupling mechanism 19 can detect the bending angle of the second connecting rod 15 in the first coupling mechanism 19 relative to the first connecting rod 14. In addition, the angle sensing module 17 in the second coupling mechanism 101 can detect the rotation angle of the first connecting rod 14 in the second coupling mechanism 101, and the deformation detection module 18 in the second coupling mechanism 101 can detect the bending angle of the second connecting rod 15 in the second coupling mechanism 101 relative to the first connecting rod 14. Through the above steps, the control module of the smart rail tram can obtain the actual deflection angle of the rear vehicle, thereby controlling the steering of the rubber wheels of the rear vehicle and realizing the safe operation of the coupled smart rail tram.

[0048] In the present application, the control system is the operating system of the smart rail tram, which can control the start, stop, speed change, steering and other functions of the smart rail tram.

[0049] For example, when the coupling device 100 is in a stretched state, the control system of the smart rail tram can control the rear vehicle to accelerate relatively; when the coupling device 100 is in a squeezed state, the control system of the smart rail tram can control the rear vehicle to decelerate relatively. Through the above arrangement, it is possible to prevent the buffer mechanism 13 from being in a stretched or squeezed state for a long time, resulting in elastic fatigue or even damage; it is also possible to make the front vehicle and the rear vehicle basically in a synchronous driving state, which is conducive to safe and stable operation.

[0050] For example, when the front vehicle turns, the control system of the smart rail tram receives the detection signals from the angle sensor and the deformation detection module 18, calculates the actual deflection angle of the coupling device 100, and thus controls the rotation of the rubber wheels of the rear vehicle to achieve safe turning of the smart rail tram in the marshaling operation.

[0051] like Figure 4As shown, as an embodiment, the buffer mechanism 13 includes a buffer portion 131, a first fastener 132 and a second fastener 133. The buffer portion 131 has a deformable margin so that the buffer mechanism 13 can achieve a buffering effect. The first fastener 132 is fixedly connected to the first connecting rod 14, and the first fastener 132 is integrally formed with one end of the buffer portion 131 so that the buffer portion 131 can be fixed to the first connecting rod 14. The second fastener 133 is connected to the second connecting rod 15, and the second fastener 133 is integrally formed with one end of the buffer portion 131 away from the first fastener 132 so that the buffer portion 131 can be fixed to the second connecting rod 15, thereby achieving a fixed connection between the buffer mechanism 13 and the first connecting rod 14 and the second connecting rod 15.

[0052] In this embodiment, the buffer portion 131 is a cylindrical structure. Specifically, the buffer portion 131 is a flexible rubber rod. In this way, the flexible rubber rod has a deformation property, so that the buffer portion 131 has a deformable margin, thereby being able to play a buffering role. More specifically, the deformation detection module 18 is located on the buffer 131, so that the deformation detection module 18 can detect the deformation amount of the buffer portion 131.

[0053] It should be noted that the buffer portion 131 may also be made of other materials with deformation properties, and this application does not limit this.

[0054] As an optional implementation, the first connecting rod 14 is provided with an internal threaded hole, the first fastener 132 is provided with an external thread, the first fastener 132 is threadedly connected to the first connecting rod 14, and the first fastener 132 is threadedly connected to the first connecting rod 14. The second connecting rod 15 is provided with an internal threaded hole, the second fastener 133 is provided with an external thread, and the second fastener 133 is threadedly connected to the second connecting rod 15. In this way, the buffer portion 131 can be fixedly connected to the first connecting rod 14 and the second connecting rod 15, respectively, thereby improving the connection stability of the buffer portion 131 with the first connecting rod 14 and the second connecting rod 15.

[0055] It should be noted that, in the present application, the first fastener 132 and the first connecting rod 14 can also be fixed by welding, and the second fastener 133 and the second connecting rod 15 can also be fixed by welding, that is, the present application does not limit the fixing method of the first fastener 132 and the first connecting rod 14, and the present application does not limit the fixing method of the second fastener 133 and the second connecting rod 15.

[0056] like Figure 5 As shown, the present application also provides a method for detecting the traction state of the coupling device 100 of the smart rail tram. The traction state includes: the tension state of the coupling device 100 and the actual deflection angle of the coupling device 100. Specifically, the traction state detection method includes the following steps:

[0057] S1: The deformation detection module 18 detects the deformation of the buffer mechanism 13, where the deformation of the buffer mechanism 13 includes the expansion and contraction amount of the buffer mechanism 13 along the axial direction of the first connecting rod 14 and the horizontal bending angle of the buffer mechanism 13 relative to the axis of the first connecting rod 14;

[0058] S2: The angle sensor module 17 detects the rotation angle of the rotating bearing 12;

[0059] S3: The control module of the smart rail vehicle detects the tension and pressure state of the coupling device 100 through the extension and contraction amount;

[0060] S4: The control module of the smart rail vehicle calculates the actual deflection angle of the coupling device 100 , which is the sum of the rotation angle of the rotating bearing 12 and the horizontal bending angle of the buffer mechanism 13 .

[0061] It should be noted that the rotation angle of the rotating bearing 12, the horizontal bending angle of the buffer mechanism 13 and the actual deflection angle of the connecting device 100 have the same positive direction. Exemplarily, the positive direction is the rotation to the left of the axis of the first connecting rod 14. Therefore, when the first connecting rod 14 rotates to the left, the rotation angle of the rotating bearing 12 is a positive number; when the first connecting rod 14 rotates to the right, the rotation angle of the rotating bearing 12 is a negative number. When the buffer mechanism 13 is bent horizontally to the left, the horizontal bending angle of the buffer mechanism 13 is a positive number; when the buffer mechanism 13 is bent horizontally to the right, the horizontal bending angle of the buffer mechanism 13 is a negative number. At the same time, when the actual rotation angle of the connecting device 100 is a positive number, it means that the overall deflection direction of the connecting device 100 is to the left; when the actual rotation angle of the connecting device 100 is a negative number, it means that the overall deflection direction of the connecting device 100 is to the right.

[0062] It should be noted that in some cases, the steps shown in the above process or the flowchart of the accompanying drawings can be performed in a different order from that shown or described herein. For example, the order of step S1 and step S2 can be exchanged; or step S1 is set between step S3 and step S4.

[0063] As an embodiment, in step S1, the deformation detection module 18 includes a first detection module 181, a second detection module 182, a third detection module 183 and a fourth detection module 184. The first detection module 181 and the third detection module 183 are respectively located on the left and right sides of the buffer mechanism 13, and the second detection module 182 and the fourth detection module 184 are respectively located on the upper and lower sides of the buffer mechanism 13. The first detection module 181, the second detection module 182, the third detection module 183 and the fourth detection module 184 all use strain gauges.

[0064] Specifically, the strain calculation formula of the deformation detection module 18 is shown in formula (1):

[0065] (1)

[0066] in, is the expansion and contraction amount of the buffer mechanism 13 detected by the strain gauge, is the deformation amount of the buffer portion 131 along its axial direction, is the length of the buffer portion 131 along its axial direction in a natural state, The change in strain gauge resistance, is the resistance of the strain gauge when the buffer structure is in the natural state, is the output voltage of the strain gauge amplifier circuit, is the strain gauge coefficient, is the input voltage of the strain gauge amplifier circuit.

[0067] Will , + Substituting into formula (1), the formula for the deformation detection module 18 to detect the expansion and contraction amount of the buffer mechanism 13 is shown in formula (2):

[0068] (2)

[0069] in, is the expansion and contraction amount of the buffer mechanism 13, is the expansion and contraction amount of the buffer mechanism 13 detected by the first detection module 181, is the expansion and contraction amount of the buffer mechanism 13 detected by the second detection module 182, is the expansion and contraction amount of the buffer mechanism 13 detected by the third detection module 183, is the expansion and contraction amount of the buffer mechanism 13 detected by the fourth detection module 184, is the output voltage of the amplifier circuit of the first detection module 181, is the output voltage of the amplifier circuit of the second detection module 182, is the output voltage of the amplifier circuit of the third detection module 183, is the output voltage of the amplifier circuit of the fourth detection module 184 .

[0070] Specifically, the formula for the horizontal bending angle of the buffer mechanism 13 is shown in formula (3):

[0071] (3)

[0072] More specifically, the formula for the actual deflection angle of the attachment device 100 is shown in formula (4):

[0073] (4)

[0074] in, is the measured angle of the angle sensor module 17, is the horizontal bending angle of the buffer mechanism 13, is the axial length of the buffer mechanism 13 in a stationary state, is the actual deflection angle of the linkage device after correction, is the radius of the buffer mechanism 13 in a static state.

[0075] like Figure 6 As shown, as an implementation method, a neural network model is trained using calibrated data, and the trained neural network model is transplanted into the control module of the smart rail tram to calculate the traction state of the coupling device.

[0076] Specifically, in this embodiment, the deformation detection module 18 is taken as a strain gauge as an example for description, and the traction state detection method includes:

[0077] S1: The connecting device 100 is fixed to the calibration device;

[0078] S2: a force is applied to the buffer mechanism 13, so that the buffer mechanism 13 is axially extended and contracted along the first connecting rod 14 and horizontally bent relative to the axis of the first connecting rod 14, and the strain of the deformation detection module 18 is obtained;

[0079] S3: Record the expansion and contraction amount of the buffer mechanism 13 and horizontal bending angle and the strain of the deformation detection module 18 , to form a calibration data ;

[0080] S4: increasing or decreasing the force applied to the buffer mechanism 13, and repeatedly recording the expansion and contraction amount and horizontal bending angle of the buffer mechanism 13 and the strain amount of the deformation detection module 18 until the collection of the calibrated data is completed to form a calibrated data set;

[0081] S5: strain detected by the deformation detection module 18 As the input of the neural network model, the expansion and contraction amount and horizontal bending angle of the buffer mechanism 13 are used as the output of the neural network model. , trained on the calibrated data set to obtain a neural network model;

[0082] S6: Transplant the trained neural network model to the control module of the smart rail tram to calculate the traction state of the coupling device 100.

[0083] Exemplarily, in step S1, the calibration device is used to simulate the connection between the smart rail tram and the coupling device 100, so that the coupling device 100 can be fixed on the calibration device.

[0084] Exemplarily, in step S2, the tool for applying force to the buffer mechanism 13 needs to meet the following requirements: it can change the magnitude and direction of the force applied to the buffer mechanism 13. For example, the tool for applying force to the buffer mechanism 13 can be a hydraulic press.

[0085] Exemplarily, in step S4, the extension and contraction amount and the horizontal bending angle of the buffer mechanism 13 can be measured by existing measuring tools.

[0086] Exemplarily, in step S5, the input of the neural network model can use the input voltage of the amplifier circuit Replace the dependent variable , thereby simplifying some data processing processes.

[0087] It should be understood that those skilled in the art can make improvements or changes based on the above description, and all these improvements and changes should fall within the scope of protection of the claims attached to this application.

Claims

1. A coupling device for a smart rail tram, characterized in that: The connecting device comprises: A base, the base being configured to be fixedly connected to the smart rail tram; A rotating bearing, wherein the rotating bearing is mounted on the base, and the axis of the rotating bearing extends along the up-down direction of the connecting device; A buffer mechanism, wherein the buffer mechanism has a deformable amount; a first connecting rod, one end of which is rotatably connected to the rotating bearing; a second connecting rod, one end of which is connected to an end of the first connecting rod away from the rotating bearing through the buffer mechanism; A coupler, the coupler being fixed to an end of the second connecting rod facing away from the buffer mechanism; The deformable amount is configured to provide a cushioning effect for the first connecting rod and the second connecting rod; An angle sensing module, the angle sensing module is mounted on the base, and the angle sensing module is configured to detect the rotation angle of the rotating bearing; A deformation detection module, wherein the deformation detection module is installed on the buffer mechanism, and the deformation detection module is configured to detect the deformation of the buffer mechanism; wherein the deformation of the buffer mechanism detected by the deformation detection module includes: The expansion and contraction amount of the buffer mechanism along the axial direction of the first connecting rod and the horizontal bending angle of the buffer mechanism relative to the axis of the first connecting rod; The angle sensing module and the deformation detection module are configured to be electrically connected to the control module of the smart rail tram; The deformation detection module includes a first detection module, a second detection module, a third detection module and a fourth detection module. The buffer mechanism is a cylindrical structure. The first detection module, the second detection module, the third detection module and the fourth detection module are arranged on the outer surface of the buffer mechanism along the circumference of the buffer mechanism. The first detection module and the third detection module are respectively located on the left and right sides of the buffer mechanism, and the second detection module and the fourth detection module are respectively located on the upper and lower sides of the buffer mechanism.

2. The coupling device of the smart rail tram according to claim 1 is characterized in that: The first detection module, the second detection module, the third detection module and the fourth detection module all use strain gauges; Or the first detection module, the second detection module, the third detection module and the fourth detection module all use a strain gauge group formed by a plurality of strain gauges.

3. The coupling device of the smart rail tram according to claim 1 is characterized in that: There are two coupling devices, which are defined as a first coupling mechanism for connecting one smart rail tram and a second coupling mechanism for connecting another smart rail tram, and a detachable connection is formed between the coupler of the second coupling mechanism and the coupler of the first coupling mechanism.

4. The coupling device of the smart rail tram according to claim 1 is characterized in that: The buffer mechanism comprises a buffer portion having the deformable margin, a first fastener connected to the first connecting rod, and a second fastener connected to the second connecting rod, the first fastener being integrally formed with one end of the buffer portion, and the second fastener being integrally formed with one end of the buffer portion away from the first fastener; The buffer part is in a cylindrical structure and is a flexible rubber rod.

5. The coupling device of the smart rail tram according to claim 4 is characterized in that: The first connecting rod is provided with an internal threaded hole, the first fastener is provided with an external thread, and the first fastener is threadedly connected to the first connecting rod; The second connecting rod is provided with an internal thread hole, the second fastener is provided with an external thread, and the second fastener is threadedly connected to the second connecting rod.

6. A method for detecting the traction state of a coupling device of a smart rail tram, applicable to the coupling device of a smart rail tram as claimed in any one of claims 1 to 5, characterized in that: The traction state includes: the tension and pressure state of the coupling device and the actual deflection angle of the coupling device; The traction state detection method comprises: The deformation detection module detects the deformation of the buffer mechanism, wherein the deformation of the buffer mechanism includes the expansion and contraction amount of the buffer mechanism along the axial direction of the first connecting rod and the horizontal bending angle of the buffer mechanism relative to the axis of the first connecting rod; The angle sensor module detects the rotation angle of the rotating bearing; The control module of the smart rail tram detects the tension and pressure state of the coupling device through the extension amount; The control module of the smart rail tram calculates the actual deflection angle of the coupling device, which is the sum of the rotation angle of the rotating bearing and the horizontal bending angle of the buffer mechanism.

7. The method for detecting the traction state of the coupling device of the smart rail tram according to claim 6 is characterized in that: The deformation detection module includes a first detection module, a second detection module, a third detection module and a fourth detection module, the first detection module and the third detection module are respectively located on the left and right sides of the buffer mechanism, the second detection module and the fourth detection module are respectively located on the upper and lower sides of the buffer mechanism, and the first detection module, the second detection module, the third detection module and the fourth detection module all use strain gauges; The expansion and contraction amount of the buffer mechanism is calculated according to the detection value of the deformation detection module to obtain the tension and pressure state of the connecting device. The formula is as follows: ； in, is the expansion and contraction amount of the buffer mechanism, is the expansion and contraction amount of the buffer mechanism detected by the first detection module, is the expansion and contraction amount of the buffer mechanism detected by the second detection module, is the expansion and contraction amount of the buffer mechanism detected by the third detection module, is the expansion and contraction amount of the buffer mechanism detected by the fourth detection module, is the strain coefficient of the deformation detection module, is the input voltage of the amplifier circuit of the deformation detection module, is the output voltage of the amplifier circuit of the first detection module, is the output voltage of the amplifier circuit of the second detection module, is the output voltage of the amplifier circuit of the third detection module, is the output voltage of the amplifier circuit of the fourth detection module.

8. The method for detecting the traction state of the coupling device of the smart rail tram according to claim 6 is characterized in that: The buffer mechanism is a cylindrical structure, and the deformation detection module includes a first detection module, a second detection module, a third detection module and a fourth detection module, the first detection module and the third detection module are respectively located on the left and right sides of the buffer mechanism, the second detection module and the fourth detection module are respectively located on the upper and lower sides of the buffer mechanism, and the first detection module, the second detection module, the third detection module and the fourth detection module all use strain gauges; The formula for the horizontal bending angle of the buffer mechanism is as follows: ； The formula for the actual deflection angle of the coupling device is as follows: ； in, is the measured angle of the angle sensing module, is the horizontal bending angle of the buffer mechanism, is the actual deflection angle of the linkage device after correction, is the axial length of the buffer mechanism in a static state, is the radius of the buffer mechanism in a static state, is the expansion and contraction amount of the buffer mechanism detected by the first detection module, is the expansion and contraction amount of the buffer mechanism detected by the third detection module, is the output voltage of the amplifier circuit of the first detection module, is the output voltage of the amplifier circuit of the third detection module, is the strain coefficient of the deformation detection module, is the input voltage of the amplifier circuit of the deformation detection module.

9. A method for detecting the traction state of a coupling device of a smart rail tram, applicable to the coupling device of a smart rail tram as claimed in any one of claims 1 to 5, characterized in that: Using the calibrated data to train a neural network model, and transplanting the trained neural network model into the control module of the smart rail tram to calculate the traction state of the coupling device; The traction state detection method comprises: The connecting device is fixed to the calibration device; A force is applied to the buffer mechanism so that the buffer mechanism is axially extended and contracted along the first connecting rod and horizontally bent relative to the axis of the first connecting rod, and the strain amount of the deformation detection module is obtained; Recording the expansion and contraction amount and horizontal bending angle of the buffer mechanism and the strain amount of the deformation detection module to form a calibration data; Increasing or decreasing the force applied to the buffer mechanism, and repeatedly recording the expansion and contraction amount and horizontal bending angle of the buffer mechanism and the strain amount of the deformation detection module until the collection of the calibrated data is completed to form a calibrated data set; The strain detected by the deformation detection module is used as the input of the neural network model, the expansion and contraction amount and the horizontal bending angle of the buffer mechanism are used as the output of the neural network model, and training is performed on the calibrated data set to obtain the neural network model; The trained neural network model is transplanted to the control module of the smart rail tram to calculate the traction state of the coupling device.

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