An intelligent anti-derailment system and method for high-speed trains under sudden earthquake conditions

Abstract

The invention discloses a kind of high-speed train intelligent anti-derail system and method under sudden earthquake conditions, relate to the field of railway safety, including: dynamic calculation module, for generating dynamic response data of high-speed train under earthquake conditions and obtaining derailment threshold value; wheel-rail relative position sensing module, for obtaining dynamic response data in actual operation process; earthquake derailment early warning module, for real-time comparison of dynamic response data in actual operation process with dynamic response data under derailment threshold value when earthquake occurs, and output early warning signal; emergency protection module, for receiving early warning signal, and starting vehicle-mounted anti-derail device. The present invention is used to solve the problem of passive laying anti-derail guardrail in prior art, too high cost and weak adaptability with high-speed train, realizes improving the active anti-derail capability of high-speed train during earthquake occurrence and operation, while reducing input cost and reducing the purpose of daily maintenance workload.

Description

Technical Field

[0001] The present invention relates to the field of railway safety, and in particular to an intelligent anti-derailment system and method for high-speed trains under sudden earthquake conditions. Background Art

[0002] Earthquake-induced high-speed train derailment is one of the biggest safety threats in railway transportation. In recent years, earthquake-induced train derailment accidents have occurred frequently around the world, bringing great difficulties to the safe operation of railways.

[0003] Since earthquakes are sporadic, sudden and unpredictable, it is difficult for train drivers to safely brake high-speed trains in a short period of time when an earthquake occurs. In addition, the running stability of high-speed trains during emergency braking also poses a serious threat to train derailment.

[0004] Existing train derailment prevention technology mostly adopts track protection as the main method, that is, guardrails are installed between two rails to prevent train derailment or limit the large-scale lateral movement of trains after derailment. However, the large-scale laying of anti-derailment guardrails will not only cause a significant increase in investment costs, but also greatly increase the workload of track engineering maintenance, so it is difficult to lay guardrails on the entire railway line in actual application. In summary, the train derailment prevention technology in the prior art is all relatively passive, and the cost is relatively high. There is still a derailment hazard in the emergency braking process of high-speed trains, and it is urgent to develop a more intelligent and flexible derailment prevention technology. Summary of the invention

[0005] The present invention provides an intelligent anti-derailment system and method for high-speed trains under sudden earthquake conditions, so as to solve the problems of high cost and poor compatibility with high-speed trains in the prior art of passively laying anti-derailment guardrails, thereby improving the active anti-derailment capability of high-speed trains during earthquakes and operation, and reducing investment costs and daily maintenance workload.

[0006] The present invention is achieved through the following technical solutions:

[0007] An intelligent anti-derailment system for high-speed trains under sudden earthquake conditions, comprising:

[0008] Dynamic calculation module: used to generate dynamic response data of high-speed trains under earthquake conditions and obtain derailment thresholds;

[0009] Wheel-rail relative position sensing module: used to obtain dynamic response data during the actual operation of high-speed trains;

[0010] Earthquake derailment warning module: used to compare the dynamic response data in the actual operation process with the dynamic response data under the derailment threshold in real time when an earthquake occurs, and output a warning signal when the dynamic response data in the actual operation process reaches the dynamic response data level under the derailment threshold;

[0011] Emergency protection module: used to receive the warning signal and activate the vehicle-mounted anti-derailment device.

[0012] Aiming at the problems that the investment cost of anti-derailment technology in the prior art is too high, the operation and maintenance workload is too large, and the compatibility with high-speed trains is relatively weak, the present invention first proposes an intelligent anti-derailment system for high-speed trains under sudden earthquake conditions. The system comprises a dynamic calculation module, a wheel-rail relative position sensing module, an earthquake derailment early warning module and an emergency protection module. When the system is specifically working, the dynamic response data of the high-speed train under earthquake conditions is generated by the dynamic calculation module, and a derailment threshold is obtained; the dynamic response data in the actual operation process of the high-speed train is obtained in real time by the wheel-rail relative position sensing module; when an earthquake occurs, the earthquake derailment early warning module receives a signal of the earthquake occurrence, regards it as an early warning instruction, and the earthquake derailment early warning module immediately starts to compare the dynamic response data in the actual operation process with the dynamic response data under the derailment threshold. If the dynamic response data in the actual operation process reaches or exceeds the dynamic response data level under the derailment threshold, an early warning signal is output to the emergency protection module; when the emergency protection module receives the early warning signal, the vehicle-mounted anti-derailment device is controlled to start.

[0013] Among them, the earthquake derailment warning module can directly connect with the official platform for publishing earthquake information, obtain the published earthquake information in real time, and judge the distance between the current position of the train and the location of the earthquake based on positioning systems such as GPS or Beidou; if the distance is less than the set threshold, the warning will start immediately; in addition, the earthquake derailment warning module can also be connected with the background signal of the railway management department, and receive earthquake occurrence signals or warning instructions issued by the railway management department in real time.

[0014] It can be seen that this system makes full use of vehicle-track coupling dynamics technology and intelligent on-board monitoring technology to visualize the dynamic characteristics of high-speed train derailment under earthquake conditions, thereby realizing active early warning and protection of high-speed trains when an earthquake occurs. Compared with traditional passive derailment prevention technology, this system does not require the laying of a large number of guardrails along the railway, which significantly reduces the investment cost and maintenance difficulty. In addition, this system realizes active control of the safe operation of high-speed trains under earthquake conditions, improves the emergency response capability of high-speed trains and the overall safety of the system, and can effectively reduce the disaster risk of high-speed train systems when earthquakes occur, thereby ensuring the safety of personnel and property.

[0015] Furthermore, the dynamic calculation module generates dynamic response data of the high-speed train under earthquake conditions by the following method:

[0016] Establish a vehicle-track coupling dynamics model in multi-body dynamics software, and divide the structural support points and structural non-support points in the vehicle-track coupling dynamics model;

[0017] Establish differential equations of motion for each component of the vehicle system;

[0018] Establish the motion equations for seismic wave transmission;

[0019] Several different seismic loads are applied to the structural support points in the vehicle-track coupled dynamic model, and the responses of the non-support points of the structure are solved respectively to obtain the corresponding dynamic response data under several different seismic waves.

[0020] This scheme uses dynamic simulation technology to obtain the dynamic response data of high-speed trains under earthquake conditions, establishes the vehicle-track coupling dynamic model, the differential equations of motion of each component of the vehicle system, and the motion equations of seismic wave transmission, applies the differential equations of motion of each component of the vehicle system and the motion equations of seismic wave transmission to the dynamic model, and records various seismic loads. Seismic waves are mainly transmitted to the degrees of freedom of the non-support points of the structure through the degrees of freedom of the structural support points, and then affect the entire vehicle system. Therefore, this scheme solves the non-support point responses of the structure under various seismic loads, and can obtain the corresponding dynamic response data under different seismic waves.

[0021] Among them, the multi-body dynamics software can use existing software, the vehicle-track coupling dynamics model, and the division of structural support points and structural non-support points therein can also be implemented using existing conventional modeling technology, which is not difficult to implement for technical personnel in this field.

[0022] Furthermore, the motion differential equations of the components of the vehicle system are:

[0023]

[0024] Where: [M] is the mass matrix of each component of the vehicle system, [C] is the damping matrix of each component of the vehicle system, [K] is the stiffness matrix of each component of the vehicle system, is the acceleration vector of each component of the vehicle system, is the velocity vector of each component of the vehicle system, X is the displacement vector of each component of the vehicle system, F wr is the nonlinear wheel-rail contact force vector;

[0025] The motion equation of the seismic wave transmission is:

[0026] ;

[0027] Where: F b is the structural support point load; Fs It is the load on the non-supporting point of the structure; M SS Represents the mass matrix of the degree of freedom of the non-support point of the structure; M Sb Represents the coupled mass matrix between the unsupported points of the structure and the supported points of the structure; M bS Represents the coupled mass matrix between the structural support points and the structural non-support points; M bb Represents the mass matrix of the degree of freedom of the structural support point; C SS Represents the damping matrix of the degree of freedom of the non-support point of the structure; C Sb Represents the coupling damping matrix between the unsupported points of the structure and the supported points of the structure; C bS Represents the coupling damping matrix between the structural support points and the structural non-support points; C bb Represents the degree of freedom damping matrix of the structural support point; K SS Represents the stiffness matrix of the degree of freedom of the non-support point of the structure; K Sb Represents the coupling stiffness matrix between the unsupported points of the structure and the supported points of the structure; K bS Represents the coupling stiffness matrix between the structural support points and the structural non-support points; K bb Represents the degree of freedom stiffness matrix of the structural support points; They represent the acceleration, velocity and displacement of the structural support point respectively; They represent the acceleration of the non-support point of the structure, the velocity of the non-support point of the structure, and the displacement of the non-support point of the structure respectively.

[0028] Furthermore, the response of the non-support point of the structure is solved by the following formula:

[0029] .

[0030] Furthermore, the dynamic response data of the high-speed train includes any one or more of the following: motion posture data of the train body, relative motion posture data of the frame and wheelsets, and vibration acceleration data of the train.

[0031] Further, the method for obtaining the derailment threshold comprises the following steps:

[0032] S1. Determine several earthquake load characteristic parameters that affect the train derailment state, perform sensitivity analysis on all earthquake load characteristic parameters, and obtain sensitive earthquake load characteristics;

[0033] S2, loading the derailment-sensitive earthquake load into the vehicle-track coupled dynamics model to obtain the relative motion posture data of the wheelset;

[0034] S3, judging whether the relative motion posture of the wheelset exceeds the rail constraint range:

[0035] If yes, go to step S4;

[0036] If not, deterioration adjusts the earthquake load that induces derailment sensitivity, and returns to step S2;

[0037] S4. The dynamic spatial displacement of the wheel at this time is used as the derailment threshold.

[0038] Based on the vehicle-track coupling dynamic model under earthquake action, this scheme analyzes the sensitivity of each earthquake load characteristic parameter to the train derailment state, so as to determine the sensitive earthquake load characteristics; then, through the value corresponding to the sensitive earthquake load characteristic under deteriorated earthquake conditions, the influence of different external earthquake excitations on the relative motion posture of the wheelset is cyclically calculated to obtain the critical displacement value of the wheel beyond the rail constraint range, and the dynamic spatial displacement of the wheel at this time is used as the derailment threshold.

[0039] Among them, the characteristic parameters of seismic load can be seismic wave acceleration, seismic wave velocity, seismic wave displacement, train speed, etc.; whether the relative motion posture of the wheelset exceeds the constraint range of the rail can be characterized by the wheel lift and lateral displacement.

[0040] Furthermore, the wheel-rail relative position perception module includes a plurality of vehicle-mounted high-speed cameras and an image processing unit connected to the vehicle-mounted high-speed camera signals, and the image processing unit calculates and obtains the wheel-rail relative position of the high-speed train based on machine vision technology.

[0041] This solution integrates several on-board high-speed cameras on the train, thereby ensuring that during the high-speed operation of the train, the required image information of the relative position of the wheel and rail can always be captured as needed, and then the image information is transmitted to the image processing unit. The image processing unit processes the received image according to the existing machine vision technology to obtain the relative position information of the wheel and rail when the train is running at high speed.

[0042] The on-board high-speed camera may be connected to the train in any manner that can be implemented by a person skilled in the art, such as setting up a steel frame structure at the bottom of the train for installing the on-board high-speed camera.

[0043] Furthermore, the earthquake derailment warning module includes:

[0044] Data receiving and processing unit: used to receive earthquake occurrence signals and data processed by the image processing unit;

[0045] Data evaluation unit: used to compare the dynamic response data during actual operation with the dynamic response data under the derailment threshold in real time when an earthquake occurs;

[0046] Alarm trigger unit: used to receive the evaluation results of the data evaluation unit and output a warning signal.

[0047] In this solution, when an earthquake occurs, the data receiving and processing unit receives the earthquake occurrence signal, and sends the data processed by the image processing unit to the data evaluation unit. The data evaluation unit compares the dynamic response data in the actual operation process with the dynamic response data under the derailment threshold to obtain an evaluation result, and transmits the evaluation result to the alarm triggering unit. Finally, the alarm triggering unit decides whether to output a warning signal.

[0048] Further, the vehicle-mounted anti-derailment device includes a stopper installed at the end of the wheel axle, a driving member for driving the stopper to extend and retract longitudinally, a signal transceiver for controlling the start of the driving member, and a locking member for temporarily connecting the stopper and the wheel axle;

[0049] When the driving member drives the limiting member to extend downward to the maximum displacement of the stroke, the locking member temporarily connects the limiting member to the wheel axle.

[0050] In this solution, when it is necessary to start the vehicle-mounted anti-derail device, a warning signal is sent to the signal transceiver device. After the signal transceiver device receives the warning signal, the driving member is controlled to start, and the driving limit member is extended downward to the maximum displacement of the stroke. At this time, the locking member temporarily connects the limit member to the wheel axle to achieve temporary locking.

[0051] This solution uses a limiter to limit the lateral movement of the high-speed train wheel set, thereby playing a role in derailment protection; when the early warning signal is released, the drive member can be controlled to move in the reverse direction to reset the limiter and the locking member.

[0052] The anti-derailment method of the intelligent anti-derailment system for high-speed trains under sudden earthquake conditions in this application includes:

[0053] Generate dynamic response data of high-speed trains under earthquake conditions through the dynamic calculation module and obtain the derailment threshold;

[0054] The dynamic response data of the high-speed train in actual operation is obtained in real time through the wheel-rail relative position sensing module;

[0055] When an earthquake occurs, a warning instruction is sent to the earthquake derailment warning module, which compares the dynamic response data during the actual operation process with the dynamic response data under the derailment threshold. If the dynamic response data during the actual operation process reaches or exceeds the dynamic response data level under the derailment threshold, a warning signal is output to the emergency protection module;

[0056] When the emergency protection module receives the early warning signal, it controls the vehicle-mounted anti-derailment device to start.

[0057] Compared with the prior art, the present invention has the following advantages and beneficial effects:

[0058] 1. The intelligent anti-derail system and method for high-speed trains under sudden earthquake conditions of the present invention utilize vehicle-track coupling dynamics technology and intelligent on-board monitoring technology, and visualize the contrast of the dynamic characteristics of high-speed train derailment under earthquake conditions, so as to realize active early warning and protection of trains in high-speed operation when an earthquake occurs. Compared with traditional passive anti-derail technology, the present application does not need to lay a large number of guardrails along the railway, which significantly reduces the investment cost and maintenance difficulty.

[0059] 2. The intelligent anti-derailment system and method for high-speed trains under sudden earthquake conditions of the present invention realizes active control of the safety of high-speed train operation under earthquake conditions, improves the emergency response capability of high-speed trains and the overall safety of the system, and can effectively reduce the disaster risk of high-speed train systems when earthquakes occur, thereby ensuring the safety of personnel and property.

[0060] 3. The intelligent anti-derailment system and method for high-speed train under sudden earthquake conditions of the present invention adopts dynamic simulation technology to obtain the dynamic response data of high-speed train under earthquake conditions, has higher accuracy and can obtain corresponding dynamic response data under different seismic waves, can adapt to the early warning work under various sudden earthquake conditions, and is conducive to improving the accuracy and reliability of anti-derailment early warning.

[0061] 4. The intelligent anti-derailment system and method for high-speed trains under sudden earthquake conditions of the present invention, by deteriorating the sensitive parameter values ​​under earthquake conditions, cyclically calculating the influence of different external earthquake excitations on the running posture of train wheels, obtaining the critical displacement value of the wheel beyond the rail constraint range, is more conducive to improving the accuracy of anti-derailment early warning.

[0062] 5. The present invention provides an intelligent anti-derailment system and method for high-speed trains under sudden earthquake conditions, which limits the lateral movement of high-speed train wheels through a limiter to prevent derailment; when the early warning signal is released, the driving member can be controlled to move in the reverse direction to reset the limiter and the locking member. BRIEF DESCRIPTION OF THE DRAWINGS

[0063] The drawings described herein are used to provide a further understanding of the embodiments of the present invention, constitute a part of this application, and do not constitute a limitation of the embodiments of the present invention. In the drawings:

[0064] Figure 1 A schematic diagram of a system according to a specific embodiment of the present invention;

[0065] Figure 2 A schematic diagram of a method flow chart of a specific embodiment of the present invention;

[0066] Figure 3 It is a schematic diagram of a local structure of a specific embodiment of the present invention;

[0067] Figure 4 It is a schematic diagram of the arrangement of the vehicle-mounted high-speed camera in a specific embodiment of the present invention;

[0068] Figure 5 It is a schematic diagram of a vehicle-mounted anti-derailment device in a specific embodiment of the present invention;

[0069] Figure 6 for Figure 5 A partial enlarged view of point A in the middle.

[0070] Marks and corresponding parts names in the attached drawings:

[0071] 1-limiting part, 2-driving part, 3-signal transceiver, 4-positioning slider, 5-vehicle-mounted high-speed camera, 6-wheel, 7-rail, 8-axle, 9-steel frame, 10-gear, 11-installation slot, 12-spring. DETAILED DESCRIPTION

[0072] In order to make the objects, technical solutions and advantages of the present invention clearer, the present invention is further described in detail below in conjunction with the examples and the accompanying drawings. The schematic embodiments of the present invention and the description thereof are only used to explain the present invention and are not intended to limit the present invention. In the description of the present application, it should be understood that the orientation or positional relationship indicated by terms such as "front", "rear", "left", "right", "up", "down", "vertical", "horizontal", "high", "low", "inside", "outside", etc. is based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the scope of protection of the present application.

[0073] Embodiment 1:

[0074] like Figure 1 The high-speed train intelligent anti-derailment system under sudden earthquake conditions shown in the figure comprises:

[0075] Dynamic calculation module: used to generate dynamic response data of high-speed trains under earthquake conditions and obtain derailment thresholds;

[0076] Wheel-rail relative position sensing module: used to obtain dynamic response data during the actual operation of high-speed trains;

[0077] Earthquake derailment warning module: used to compare the dynamic response data in the actual operation process with the dynamic response data under the derailment threshold in real time when an earthquake occurs, and output a warning signal when the dynamic response data in the actual operation process reaches the dynamic response data level under the derailment threshold;

[0078] Emergency protection module: used to receive the warning signal and activate the vehicle-mounted anti-derailment device.

[0079] The workflow of this system is as follows Figure 2 As shown, the following steps are included:

[0080] Generate dynamic response data of high-speed trains under earthquake conditions through the dynamic calculation module and obtain the derailment threshold;

[0081] The dynamic response data of the high-speed train in actual operation is obtained in real time through the wheel-rail relative position sensing module;

[0082] When an earthquake occurs, a warning instruction is sent to the earthquake derailment warning module, which compares the dynamic response data during the actual operation process with the dynamic response data under the derailment threshold. If the dynamic response data during the actual operation process reaches or exceeds the dynamic response data level under the derailment threshold, a warning signal is output to the emergency protection module;

[0083] When the emergency protection module receives the early warning signal, it controls the vehicle-mounted anti-derailment device to start.

[0084] The signal transmission in this embodiment is achieved through real-time wireless transmission technology.

[0085] In a more preferred embodiment, the wheel-rail relative position sensing module includes a plurality of on-board high-speed cameras and an image processing unit connected to the on-board high-speed camera signals, and the image processing unit calculates and obtains the wheel-rail relative position of the high-speed train based on machine vision technology. In this embodiment, a monitoring platform is constructed by connecting a steel frame 9 with a wheel pair and used to install an on-board high-speed camera; the shooting angle set by the on-board high-speed camera can clearly capture the wheel rim, the rail head and other characteristic parts, so as to facilitate the acquisition of image information of the position relationship between the train wheel and the wheel rail.

[0086] In a more preferred embodiment, the earthquake derailment warning module includes a data receiving and processing unit, a data evaluation unit, and an alarm triggering unit.

[0087] The data receiving and processing unit is used to receive earthquake occurrence signals and data processed by the image processing unit;

[0088] The data evaluation unit is used to compare the dynamic response data during actual operation with the dynamic response data under the derailment threshold in real time when an earthquake occurs;

[0089] The alarm trigger unit is used to receive the evaluation result of the data evaluation unit and output a warning signal.

[0090] Embodiment 2:

[0091] An intelligent anti-derailment system for high-speed trains under sudden earthquake conditions, based on Example 1, the dynamic calculation module generates dynamic response data of the high-speed train under earthquake conditions by the following method:

[0092] a. Establish a vehicle-track coupling dynamics model in the multi-body dynamics software, and divide the structural support points and structural non-support points in the vehicle-track coupling dynamics model.

[0093] b. According to the D'Alembert principle, the forces of various components of the vehicle system are analyzed to obtain the interaction forces between the components, and then the motion differential equations of the various components of the vehicle system are established as follows:

[0094]

[0095] Where: [M] is the mass matrix of each component of the vehicle system, [C] is the damping matrix of each component of the vehicle system, [K] is the stiffness matrix of each component of the vehicle system, is the acceleration vector of each component of the vehicle system, is the velocity vector of each component of the vehicle system, X is the displacement vector of each component of the vehicle system, F wr is the nonlinear wheel-rail contact force vector.

[0096] c. Establish the motion equation of seismic wave transmission:

[0097] ;

[0098] Where: F b is the structural support point load; F s It is the load on the non-supporting point of the structure; M SS Represents the mass matrix of the degree of freedom of the non-support point of the structure; M Sb Represents the coupled mass matrix between the unsupported points of the structure and the supported points of the structure; M bS Represents the coupled mass matrix between the structural support points and the structural non-support points; M bb Represents the mass matrix of the degree of freedom of the structural support point; C SS Represents the damping matrix of the degree of freedom of the non-support point of the structure; C SbRepresents the coupling damping matrix between the unsupported points of the structure and the supported points of the structure; C bS Represents the coupling damping matrix between the structural support points and the structural non-support points; C bb Represents the degree of freedom damping matrix of the structural support point; K SS Represents the stiffness matrix of the degree of freedom of the non-support point of the structure; K Sb Represents the coupling stiffness matrix between the unsupported points of the structure and the supported points of the structure; K bS Represents the coupling stiffness matrix between the structural support points and the structural non-support points; K bb Represents the degree of freedom stiffness matrix of the structural support points; They represent the acceleration, velocity and displacement of the structural support point respectively; They represent the acceleration of the non-support point of the structure, the velocity of the non-support point of the structure, and the displacement of the non-support point of the structure respectively.

[0099] d. Load several different seismic loads to the structural support points in the vehicle-track coupled dynamic model, solve the responses of the non-support points of the structure respectively, and obtain the corresponding dynamic response data under several different seismic waves. The different seismic loads mentioned above may include a variety of different combinations of seismic wave propagation directions, seismic wave amplitudes, seismic wave frequencies, etc., and even different working conditions under different train running speeds may be considered.

[0100] In this embodiment, the seismic wave uses the seismic wave acceleration, velocity, displacement and other data provided by the measured seismic wave database, that is, the acceleration, velocity and displacement of the structural support point are equal to the displacement, velocity and acceleration of the earthquake motion; and the direct method is used to solve the non-support point response of the structure, and the solution formula is as follows:

[0101] .

[0102] In this embodiment, the dynamic response data of the high-speed train includes any one or more of the following: motion posture data of the train body, relative motion posture data of the frame and wheelsets, and vibration acceleration data of the train.

[0103] Embodiment 3:

[0104] An intelligent anti-derailment system for high-speed trains under sudden earthquake conditions, based on Embodiment 1 or 2, a dynamic calculation module obtains a derailment threshold value by the following method:

[0105] S1. Determine several earthquake load characteristic parameters that affect the train derailment state, perform sensitivity analysis on all earthquake load characteristic parameters, and obtain sensitive earthquake load characteristics;

[0106] S2, loading the derailment-sensitive earthquake load into the vehicle-track coupled dynamics model to obtain the relative motion posture data of the wheelset;

[0107] S3, judging whether the relative motion posture of the wheelset exceeds the rail constraint range:

[0108] If yes, go to step S4;

[0109] If not, deterioration adjusts the earthquake load that induces derailment sensitivity, and returns to step S2;

[0110] S4. The dynamic spatial displacement of the wheel at this time is used as the derailment threshold.

[0111] In this embodiment, the sensitive earthquake load characteristics are two parameters: the vertical displacement value of the wheel and the lateral displacement value of the wheel. Assume that the earthquake load that induces derailment sensitivity is d 0 , then each time the deterioration is adjusted for earthquake load, d' = d 0 +d; where d' is the adjusted seismic load and d is the deterioration increment of the seismic load.

[0112] In this embodiment, whether the relative motion posture of the wheelset exceeds the rail constraint range is determined by determining whether the vertical displacement of the wheel is greater than or equal to the wheel rim height.

[0113] Embodiment 4:

[0114] An intelligent anti-derailment system for high-speed trains under sudden earthquake conditions, based on any of the above embodiments, the arrangement of the on-board high-speed camera 5 is as follows Figure 3 or Figure 4 shown.

[0115] In addition, the layout of the on-board anti-derailment device can refer to Figure 3 It includes a limit member 1 installed at the end of the wheel axle, a driving member for driving the limit member 1 to extend and retract longitudinally, a signal transceiver device for controlling the activation of the driving member, and a locking member for temporarily connecting the limit member and the wheel axle; when the driving member drives the limit member to extend downward to the maximum displacement of the stroke, the locking member temporarily connects the limit member and the wheel axle.

[0116] In this embodiment, the signal transceiver device adopts an electromagnetic relay; the limit member is a telescopic plate or a telescopic rod, and the spring provides an extension force to the limit member; the driving member is an action mechanism such as a motor or a steering gear that controls the release of the aforementioned spring; the locking member can adopt a restraining pin that cooperates with the end of the wheel axle.

[0117] In this embodiment, under normal conditions, the spring is restricted by the driving member to be in a contracted state, at which time the telescopic plate or telescopic rod is in a shortened state, and the restraining pin does not cooperate with the wheel axle. When the signal transceiver receives the warning signal, the driving member releases the restriction on the spring, the spring is released, and the telescopic plate or telescopic rod extends downward; at the same time, the driving member drives the restraining pin to cooperate with the wheel axle.

[0118] Of course, the restriction of the spring by the driving member can be achieved in any existing manner, such as compressing the spring by a strong force; in addition, the constraint pin and the axle can be matched with each other in any existing temporary connection manner, such as opening a slot at the end of the axle that matches the constraint pin.

[0119] Embodiment 5:

[0120] An intelligent anti-derailment system for high-speed trains under sudden earthquake conditions. Unlike Example 4, this embodiment provides another on-board anti-derailment device.

[0121] Specific as Figure 5 and Figure 6 As shown, the limiting member 1 in this embodiment is a rack, the driving member 2 is a motor; the signal transceiver 3 still uses an electromagnetic relay. In this embodiment, a through hole for the rack to pass through is opened at the end of the axle, and the rack can pass through the axle to move longitudinally; the motor is installed inside the axle, and its output end is connected to the gear 10 that meshes with the rack. The motor drives the gear 10 to rotate forward and reverse, thereby driving the corresponding rack to move up and down.

[0122] In this embodiment, under normal conditions, the control rack moves to the top of the stroke, and the anti-derailment function is not exerted at this time. Figure 5 As shown on the left side of the figure; when the signal transceiver receives the warning signal, the motor starts to control the gear 10 to rotate, driving the rack to move rapidly downward to the bottom of the stroke, playing the anti-derailment function. At this time, the state is as follows Figure 5 Shown on the right.

[0123] In this embodiment, the motor connected to the gear 10 may have a self-locking function, thereby achieving the effect of temporarily locking the rack height. However, more preferably, a special positioning slider 4 may be provided as a locking member; Figure 6 As shown, a positioning groove is provided on the surface of the rack away from the gear 10, and a mounting groove 11 is provided on the side wall of the through hole on the axle 8. The positioning slider 4 is slidably matched with the mounting groove 11 and is connected to the bottom of the mounting groove 11 through a plurality of springs 12. When the rack has not reached the bottom of the stroke, the positioning slider 4 is squeezed into the mounting groove 11, and the springs 12 are all in a compressed state; when the rack reaches the bottom of the stroke, the mounting groove 11 is opposite to the positioning groove, and the positioning slider 4 is pushed into the positioning groove by the plurality of springs 12.

[0124] In a more preferred embodiment, the bottom surface of the positioning groove is set as a first inclined surface sloping downward from the inside to the outside, and the bottom surface of the positioning slider 4 is set as a second inclined surface matching the first inclined surface, so that the positioning slider 4 can be more easily disengaged from the positioning groove when resetting the rack.

[0125] The specific implementation methods described above further illustrate the objectives, technical solutions and beneficial effects of the present invention in detail. It should be understood that the above description is only a specific implementation method of the present invention and is not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

[0126] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In addition, the term "connected" used in this article can be directly connected or indirectly connected via other components without special explanation.

Claims

1. An intelligent anti-derailment system for high-speed trains under sudden earthquake conditions, characterized in that: include: Dynamic calculation module: used to generate dynamic response data of high-speed trains under earthquake conditions and obtain derailment thresholds; Wheel-rail relative position sensing module: used to obtain dynamic response data during the actual operation of high-speed trains; Earthquake derailment warning module: used to compare the dynamic response data in the actual operation process with the dynamic response data under the derailment threshold in real time when an earthquake occurs, and output a warning signal when the dynamic response data in the actual operation process reaches the dynamic response data level under the derailment threshold; Emergency protection module: used to receive the warning signal and activate the vehicle-mounted anti-derailment device; The dynamic calculation module generates dynamic response data of the high-speed train under earthquake conditions by the following method: Establish a vehicle-track coupling dynamics model in multi-body dynamics software, and divide the structural support points and structural non-support points in the vehicle-track coupling dynamics model; Establish differential equations of motion for each component of the vehicle system; Establish the motion equations for seismic wave transmission; Several different seismic loads are applied to the structural support points in the vehicle-track coupled dynamics model, and the responses of the non-support points of the structure are respectively solved to obtain the corresponding dynamic response data under several different seismic waves; The differential equations of motion for the components of the vehicle system are: Where: [M] is the mass matrix of each component of the vehicle system, [C] is the damping matrix of each component of the vehicle system, [K] is the stiffness matrix of each component of the vehicle system, is the acceleration vector of each component of the vehicle system, is the velocity vector of each component of the vehicle system, X is the displacement vector of each component of the vehicle system, F wr is the nonlinear wheel-rail contact force vector; The motion equation of the seismic wave transmission is: Where: F b is the structural support point load; F s M is the load on the non-supporting point of the structure; SS Represents the mass matrix of the degree of freedom of the non-support point of the structure; M Sb Represents the coupled mass matrix between the unsupported points of the structure and the supported points of the structure; M bS Represents the coupling mass matrix between the structural support points and the structural non-support points; M bb Represents the mass matrix of the degree of freedom of the structural support point; C SS Represents the damping matrix of the degree of freedom of the non-support point of the structure; C Sb Represents the coupling damping matrix between the non-support point and the support point of the structure; C bS Represents the coupling damping matrix between the structural support points and the structural non-support points; C bb Represents the damping matrix of the structural support point degree of freedom; K SS Represents the stiffness matrix of the structural non-support point degree of freedom; K Sb Represents the coupling stiffness matrix between the non-supported points and the supported points of the structure; K bS Represents the coupling stiffness matrix between the structural support points and the structural non-support points; K bb Represents the degree of freedom stiffness matrix of the structural support points; u b They represent the acceleration, velocity and displacement of the structural support point respectively; u s They represent the acceleration of the non-support point of the structure, the velocity of the non-support point of the structure, and the displacement of the non-support point of the structure respectively.

2. The intelligent anti-derailment system for high-speed trains under sudden earthquake conditions according to claim 1 is characterized in that: The response of the non-support point of the structure is solved by the following formula:

3. The intelligent anti-derailment system for high-speed trains under sudden earthquake conditions according to claim 1 is characterized in that: The dynamic response data of the high-speed train includes any one or more of the following: motion posture data of the train body, relative motion posture data of the frame and wheelsets, and vibration acceleration data of the train.

4. The intelligent anti-derailment system for high-speed trains under sudden earthquake conditions according to claim 1 is characterized in that: The method for obtaining the derailment threshold comprises the following steps: S1. Determine several earthquake load characteristic parameters that affect the train derailment state, perform sensitivity analysis on all earthquake load characteristic parameters, and obtain sensitive earthquake load characteristics; S2, loading the derailment-sensitive earthquake load into the vehicle-track coupled dynamics model to obtain the relative motion posture data of the wheelset; S3, judging whether the relative motion posture of the wheelset exceeds the rail constraint range: If yes, go to step S4; If not, deterioration adjusts the earthquake load that induces derailment sensitivity, and returns to step S2; S4. The dynamic spatial displacement of the wheel at this time is used as the derailment threshold.

5. The intelligent anti-derailment system for high-speed trains under sudden earthquake conditions according to claim 1 is characterized in that: The wheel-rail relative position sensing module includes a plurality of vehicle-mounted high-speed cameras and an image processing unit connected to the vehicle-mounted high-speed camera signals. The image processing unit calculates and obtains the wheel-rail relative position of the high-speed train based on machine vision technology.

6. The intelligent anti-derailment system for high-speed trains under sudden earthquake conditions according to claim 1 is characterized in that: The earthquake derailment early warning module comprises: Data receiving and processing unit: used to receive earthquake occurrence signals and data processed by the image processing unit; Data evaluation unit: used to compare the dynamic response data during actual operation with the dynamic response data under the derailment threshold in real time when an earthquake occurs; Alarm trigger unit: used to receive the evaluation results of the data evaluation unit and output a warning signal.

7. The intelligent anti-derailment system for high-speed trains under sudden earthquake conditions according to claim 1 is characterized in that: The vehicle-mounted anti-derailment device comprises a limiter installed at the end of the wheel axle, a driving member for driving the limiter to extend and retract longitudinally, a signal transceiver for controlling the activation of the driving member, and a locking member for temporarily connecting the limiter and the wheel axle; When the driving member drives the limiting member to extend downward to the maximum displacement of the stroke, the locking member temporarily connects the limiting member to the wheel axle.

8. An anti-derailment method for a high-speed train intelligent anti-derailment system under sudden earthquake conditions based on any one of claims 1 to 7, characterized in that: include: Generate dynamic response data of high-speed trains under earthquake conditions through the dynamic calculation module and obtain the derailment threshold; The dynamic response data of the high-speed train in actual operation is obtained in real time through the wheel-rail relative position sensing module; When an earthquake occurs, a warning instruction is sent to the earthquake derailment warning module, which compares the dynamic response data during the actual operation process with the dynamic response data under the derailment threshold. If the dynamic response data during the actual operation process reaches or exceeds the dynamic response data level under the derailment threshold, a warning signal is output to the emergency protection module; When the emergency protection module receives the early warning signal, it controls the vehicle-mounted anti-derailment device to start.

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