Load dynamic balance weight method of railway traffic safety monitoring device and monitoring device

Abstract

The invention provides a load dynamic balance counterweight method for a railway traffic safety monitoring device and the monitoring device. The method comprises the following steps: acquiring a digital-analog graph of a load and the monitoring device; the material characteristics of the load and the monitoring device are configured according to the digital-analog graph, and the material characteristics comprise the weight of the load and the weight of the monitoring device; generating an equivalent center of gravity of the load according to material characteristics; setting a plurality of feature directions; according to the weight of the load and the coordinate position of the equivalent gravity center, rotational inertia of the load in the characteristic direction under the preset rotating speed is calculated; calculating a weighted average value of the rotational inertia in the plurality of feature directions; and obtaining the dynamic balance weight position of the load according to the weighted average value. According to the method, the balance weight is arranged on the load, the equivalent load of the load can be effectively reduced, vibration and abrasion of the load in the rotating process are reduced, then the reliability of a transmission mechanism is improved, the service life of the transmission mechanism is prolonged, and the problem that a rotating device is poor in stability can be solved.

Description

Technical Field

[0001] The present application relates to the technical field of railway safety monitoring, and in particular to a load dynamic balancing weight method and a monitoring device for railway traffic safety monitoring. Background Art

[0002] Landslides, falling rocks and other obstacles that intrude into the railway limits along the railway will seriously affect the safety of trains. Therefore, laser radar monitoring devices are installed and deployed along the railway to detect obstacle intrusion in real time, and then monitor the rail surface area within the limits at all times and all weather. Once obstacles such as falling rocks that may endanger the safety of trains are found, the radar in the monitoring device will feed back information to the system and immediately trigger a foreign object intrusion alarm, which can effectively reduce train accidents caused by obstacle intrusion. However, since the monitoring device mostly uses a single-line laser radar, the laser scanning surface is a two-dimensional plane. The monitoring device can only detect the projection contour of the obstacle on the scanning surface and cannot effectively achieve three-dimensional scanning of the target. Therefore, in actual applications, it is easy for the system to misjudge and misreport due to targets such as branches, grass balls, and ballast, reducing the availability of the system.

[0003] In order to achieve three-dimensional scanning and modeling of obstacle targets and reduce the possibility of system misjudgment, a rotating device can be used along the railway. Fix the laser radar on the rotating device, and install the monitoring device equipped with the rotating device on the outer pole of the rail at a specific height (such as 3 to 5 meters) to achieve all-round monitoring of the surrounding conditions along the railway. Some rotating devices use a rotating structure composed of a worm gear and a deep groove ball bearing. However, due to the influence of the center of gravity of the load and the installation error, the rotating device will vibrate during the rotation process. Under the condition of long-term rotation of the load, the worm gear will cause serious wear, which will deteriorate the stability of the rotating device and fail to meet the long-term rotation operation requirements. Summary of the invention

[0004] The present application provides a load dynamic balancing weight method and a monitoring device for a railway traffic safety monitoring device, so as to solve the problem of poor stability of a rotating device.

[0005] In a first aspect, the present application provides a load dynamic balancing weight method for a railway traffic safety monitoring device, comprising:

[0006] Acquire a digital-to-analog diagram, wherein the digital-to-analog diagram includes a digital-to-analog diagram of the load and a digital-to-analog diagram of the monitoring device;

[0007] According to the digital-analog diagram, respectively configure the material properties of the load and the material properties of each part in the monitoring device, wherein the material properties include the weight of the load and the weight of each part in the monitoring device;

[0008] generating an equivalent center of gravity of the load based on the material properties;

[0009] Set multiple feature directions;

[0010] Calculating the moment of inertia of the load in the characteristic direction at a preset speed according to the weight of the load and the coordinate position of the equivalent center of gravity;

[0011] Calculating a weighted average value of the moment of inertia in a plurality of the characteristic directions;

[0012] The dynamic balancing weight position of the load is obtained according to the weighted average value to configure the dynamic balancing weight on the load.

[0013] Optionally, obtaining the digital-analog diagram includes:

[0014] Respectively obtaining the size value of the load and the size value of the monitoring device;

[0015] A model is constructed according to the dimensional values ​​of the load and the dimensional values ​​of the monitoring device to generate the digital-analog diagram.

[0016] Optionally, the setting of the characteristic direction includes:

[0017] Respectively obtain the installation height and the first distance of the load, the installation height being the distance between the geometric center of the load and the track installation surface, and the first distance being the horizontal distance between the center lines of the two tracks and the geometric center of the load;

[0018] The characteristic direction is set according to the installation height and the first distance.

[0019] Optionally, the characteristic direction includes: a reference direction, a first direction and a second direction, the reference direction is the hypotenuse direction of a triangle constructed according to the first distance and the installation height, the angle between the first direction and the reference direction is 45°, and the second direction is symmetrical to the first direction with the reference direction as the axis.

[0020] Optionally, calculating the moment of inertia in the characteristic direction at a preset speed according to the weight of the load and the coordinate position of the equivalent center of gravity includes:

[0021] The moment of inertia is calculated as follows:

[0022] I=m×r 2 ;

[0023] Where I is the moment of inertia, m is the weight of the load, and r is the distance from the equivalent center of gravity to the edge of the load along the characteristic direction.

[0024] Optionally, the setting direction of the dynamic balancing weight is opposite to the characteristic direction.

[0025] Optionally, the method further includes:

[0026] Calculating a first rotational torque of the load at a preset speed according to a weighted average value of the rotational inertia;

[0027] Calculating a second distance, where the second distance is the distance between the equivalent center of gravity of the load and the rotation axis of the monitoring device;

[0028] Calculating a second rotational torque of the load according to the gravity exerted on the load and the second distance;

[0029] If the difference between the first rotational torque and the second rotational torque is less than a difference threshold, the dynamic balancing weight position is calibrated.

[0030] Optionally, the method further includes:

[0031] Controlling the load to rotate at a preset speed;

[0032] Obtaining a vibration value of the load in the characteristic direction and a vibration value of the load in a free state;

[0033] If the vibration value does not exceed the vibration threshold, the dynamic balancing weight position is calibrated.

[0034] In a second aspect, the present application provides a railway driving safety monitoring device, comprising: a housing, a mounting seat, a rotating device, a transmission assembly, a motor, an angle calculation module, a rotary connector and a limit module, and a dynamic balancing weight obtained by applying the load dynamic balancing weight method described in the first aspect above;

[0035] The transmission assembly, the motor, the angle calculation module, the rotary connector and the limit module are arranged inside the housing;

[0036] The top of the shell is provided with a first hole, the inside of the shell is provided with a partition, the partition is provided with a second hole, the top of the rotating device passes through the first hole and extends out of the shell, the bottom of the rotating device is plugged into the partition through the second hole, and the rotating device is rotatably connected to the shell;

[0037] The top end of the rotating device is connected to the mounting seat, the end of the rotating device away from the mounting seat is connected to the angle calculation module, and the bottom end of the rotating device is connected to the rotary connector;

[0038] The motor is arranged on the housing;

[0039] The input end of the transmission assembly is connected to the motor, the output end of the transmission assembly is connected to the rotating device, and the transmission assembly is fixed on the housing;

[0040] The limiting module is arranged along the circumference of the rotary connector;

[0041] The motor, the angle calculation module and the limit module are electrically connected to the rotary connector.

[0042] Optionally, the transmission assembly includes a worm wheel, a worm, a driving wheel, a driven wheel, a belt, a first rotor and a connecting seat;

[0043] The worm wheel is plugged into the rotating device, and the worm wheel is meshed with the worm; the first rotors are respectively plugged into the two ends of the worm, and the two first rotors are respectively arranged in the connecting seat, and the connecting seat is connected to the housing; one end of the worm is connected to the driven wheel, and the driven wheel and the driving wheel are respectively meshed with the belt, and the driving wheel is connected to the output shaft of the motor.

[0044] It can be seen from the above technical scheme that the present application provides a method and a monitoring device for dynamically balancing the load of a railway traffic safety monitoring device, the method comprising: obtaining a digital-analog diagram of the load and the monitoring device; configuring the material properties of the load and the monitoring device respectively according to the digital-analog diagram, wherein the material properties include the weight of the load and the monitoring device; generating an equivalent center of gravity of the load according to the material properties; setting a plurality of characteristic directions; calculating the moment of inertia of the load in the characteristic direction at a preset speed according to the weight of the load and the coordinate position of the equivalent center of gravity; calculating the weighted average of the moment of inertia in a plurality of characteristic directions; obtaining the position of the dynamic balancing weight of the load according to the weighted average. By adopting the method of the present application to set a dynamic balancing weight on the load, the equivalent load of the load can be effectively reduced, and the vibration of the load during the rotation process can be reduced, thereby improving the reliability and service life of the rotating device, and solving the problem of poor stability of the rotating device. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] In order to more clearly illustrate the technical solution of the present application, the drawings required for use in the embodiments are briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0046] Figure 1 A flow chart of a method for dynamically balancing the load of a railway traffic safety monitoring device provided in this application;

[0047] Figure 2 A schematic diagram of the characteristic directions provided for this application;

[0048] Figure 3 A flow chart of a method for checking the position of a dynamic balancing weight according to a rotational torque;

[0049] Figure 4 A flow chart of a method for checking the position of a dynamic balancing weight according to a vibration value;

[0050] Figure 5 A schematic diagram of the structure of the railway traffic safety monitoring device provided in this application.

[0052] Among them, 1-housing; 2-mounting seat; 3-rotating device; 31-rotating shaft; 32-rotor; 4-transmission assembly; 41-worm gear; 42-worm; 43-driving wheel; 44-driven wheel; 45-belt; 46-first rotor; 47-connecting seat; 5-motor; 6-angle calculation module; 7-rotating connector; 8-limiting module. DETAILED DESCRIPTION

[0053] The following embodiments are described in detail, and examples thereof are shown in the accompanying drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The implementations described in the following embodiments do not represent all implementations consistent with the present application. They are only examples of systems and methods consistent with some aspects of the present application as detailed in the claims.

[0054] When using a single-line laser radar to monitor the driving safety along the railway, since the laser scanning surface is a two-dimensional plane, it is impossible to effectively achieve three-dimensional scanning of the target. And it is easy to cause system misjudgment and false alarm due to targets such as branches, grass balls, ballast, etc., reducing the availability of the system. In order to achieve three-dimensional scanning and modeling of obstacle targets and reduce the possibility of system misjudgment, a rotating device is provided in some embodiments. The laser radar is fixed on the rotating device, and the monitoring device provided with the rotating device is installed at a specific height of the vertical pole outside the rail, so as to achieve all-round monitoring of the surrounding conditions along the railway. In some rotating devices, a structure of a combination of a worm gear and a deep groove ball bearing is adopted. However, due to the influence of the center of gravity of the load and the installation error, the rotating device will vibrate during the rotation process. Under the condition of long-term rotation of the load, the worm gear will cause serious wear, thereby making the stability of the rotating device worse and unable to meet the long-term rotation operation requirements.

[0055] In order to solve the problem of poor stability of the rotating device, some embodiments of the present application first provide a load dynamic balancing weight method for a railway traffic safety monitoring device. Figure 1 , Figure 1 A flow chart of a method for dynamic balancing of loads in a railway traffic safety monitoring device provided in this application, the method comprising:

[0056] S100: Obtain a digital-analog diagram.

[0057] The digital-analog diagram includes the digital-analog diagram of the load and the digital-analog diagram of the monitoring device. The digital-analog diagram is a model constructed according to the size values ​​of the load or the monitoring device. In some embodiments, since the load is fixed on the monitoring device, the digital-analog diagram to be obtained should include both the digital-analog diagram of the load and the digital-analog diagram of the monitoring device. The load includes a radar bracket, a monitoring radar and a radar shield. Since the radar bracket is used to fix the monitoring radar, the radar bracket can be any structure.

[0058] In some embodiments, obtaining the digital model diagram includes the following steps:

[0059] S110: Obtaining the size value of the load and the size value of the monitoring device respectively;

[0060] S120: constructing a model according to the dimensional values ​​of the load and the dimensional values ​​of the monitoring device to generate the digital-analog diagram.

[0061] Using structural design tools, such as computer-aided design software such as ZW3D, a model is constructed based on the acquired load dimension values ​​to generate a digital analog diagram of the load; a model is constructed based on the dimension values ​​of the monitoring device to generate a digital analog diagram of the monitoring device. By generating digital analog diagrams separately, the load and the monitoring device can be distinguished, and the configurations in the following steps can be performed separately.

[0062] S200: configuring the material properties of the load and the material properties of each part in the monitoring device respectively according to the digital-analog diagram.

[0063] Among them, the material properties include the weight of the load and the weight of each part in the monitoring device. According to the generated digital model diagram of the load, the material properties of the load are configured using the structural design tool; according to the generated digital model diagram of the monitoring device, the material properties of the monitoring device are configured using the structural design tool. It should be pointed out that since the monitoring device is composed of different parts, the material properties of each part in the monitoring device need to be configured separately.

[0064] In the structural design tool, material properties include material type, material density and weight. When configuring the material properties of the load and the material properties of the monitoring device, the type of material should be determined first, that is, the material of the load and the material of each part in the monitoring device. According to the material of the load and the material of each part in the monitoring device, the material properties of the load and the material properties of each part in the monitoring device are correctly configured. After correctly selecting the material of the load and the monitoring device, the weight of each part on the load and the detection device can be directly obtained in the material properties.

[0065] S300: Generates the equivalent center of gravity of the load based on material properties.

[0066] According to the configured load and the material properties of the monitoring device, the equivalent center of gravity of the load is automatically generated using the structural design tool. For a geometric body with uniform and regular mass, the position of the center of gravity is at its geometric center; for an object with uneven mass distribution, the position of the center of gravity is related to the shape of the object as well as the distribution of mass within the object. Equivalence means that the gravitational effect on the load is the same as the gravitational effect when there is only the center of gravity and the mass is equal. The equivalent center of gravity of the load refers to the point that makes the load in a balanced state. At the equivalent center of gravity, the gravity on the load is equal, regardless of its shape. It should be noted that the equivalent center of gravity may fall on the load or outside the load.

[0067] S400: Setting multiple feature directions.

[0068] In some embodiments, the characteristic direction includes: a reference direction, a first direction, and a second direction. The reference direction is the hypotenuse direction of a triangle constructed according to the first distance and the installation height, the angle between the first direction and the reference direction is 45°, and the second direction is symmetrical with the first direction about the reference direction. Setting multiple characteristic directions includes the following steps:

[0069] S410: Obtaining the installation height and the first distance of the load respectively.

[0070] When monitoring the situation near the rails, the monitoring device needs to be installed on the pole next to the rails. In order for the scanning radar to obtain a better scanning range, in actual applications, the installation height of the monitoring device is within 3-5 meters. The load is installed on the monitoring device, so the installation height of the load refers to the distance between the geometric center of the load and the track mounting surface. Since the scanning range of the scanning radar on the monitoring device in the vertical direction is near the outside of the two rails and between the two rails, the horizontal distance from the center line of the two rails to the monitoring device is selected as the first distance. Among them, the first distance refers to the horizontal distance between the center line of the two rails and the geometric center of the load on the monitoring device.

[0071] S420: Setting the characteristic direction according to the installation height and the first distance.

[0072] See also Figure 2 , Figure 2The schematic diagram of the characteristic direction provided in the present application, the line connecting the installation height and the first distance forms a right triangle, and the hypotenuse direction of the triangle formed by the first distance and the installation height can be used as the reference direction of the characteristic direction. The rotating device in the monitoring device is provided with a vertical rotating axis. Since the scanning range of the scanning radar in the radial direction of the rotating axis of the monitoring device is within the range of 180° from the front end to the rear end of the same track, the first direction and the second direction are set along the radial direction of the rotating axis of the monitoring device. In some embodiments, the angle between the first direction and the reference direction can be set to 45°, and the second direction is perpendicular to the first direction and symmetrical about the reference direction. That is, the angle can be expressed as, if the reference direction is 0°, then the first direction is 45°, and the second direction is -45°.

[0073] In the embodiment of the present application, only three directions are selected for subsequent dynamic balancing weight calculation. In some embodiments, more characteristic directions can be selected for dynamic balancing weight calculation. The more characteristic directions are selected, the more accurate the calculated dynamic balancing weight result will be.

[0074] S500: Calculate the moment of inertia of the load in a characteristic direction at a preset speed according to the weight of the load and the coordinate position of the equivalent center of gravity.

[0075] Since three characteristic directions are selected in the embodiment of the present application, the moments of inertia in the reference direction, the first direction and the second direction under the preset speed are calculated respectively. It should be noted that the preset speed is the output speed of the rotating shaft of the monitoring device. The moment of inertia is calculated according to the following formula:

[0076] I=m×r 2 ;

[0077] Where I is the moment of inertia, m is the weight of the load, and r is the distance from the equivalent center of gravity to the edge of the load along the characteristic direction.

[0078] S600: Calculate a weighted average value of the moment of inertia in multiple characteristic directions.

[0079] Taking three characteristic directions as an example, according to the above step S500, the moments of inertia in the three characteristic directions can be calculated as: I0, I1, I2, and the weight values ​​in the three characteristic directions, namely W0, W1, W2, can be obtained respectively. Therefore, the weighted average value can be calculated as:

[0080] WA=(W0I0+W1I1+W2I2) / 3.

[0081] S700: Obtain a dynamic balancing weight position of the load according to the weighted average value, so as to configure the dynamic balancing weight on the load.

[0082] According to the formula of moment of inertia I = m × r 2, where the moment of inertia I is the weighted average of the moment of inertia obtained in the above S600, and m is the dynamic balance weight value of the load. In this step, the dynamic balance weight value of the load is selected as the weight of the load. Therefore, the value of r can be obtained by calculation, that is, the distance from the load weight to the equivalent center of gravity.

[0083] In order to maintain balance, the dynamic balance weight of the load is set in the opposite direction to the characteristic direction, that is, the dynamic balance weight should be set in the opposite direction. Figure 2 On the extension line of the characteristic direction shown, the center position of the counterweighted load is made as close as possible to the center of gravity of the rotating shaft of the monitoring device to reduce the rotating force arm and reduce the vibration amount of the load during the rotation process.

[0084] See also Figure 3 In some embodiments, the load dynamic balancing weight method of the railway traffic safety monitoring device provided by the present application further includes:

[0085] S810: Calculate a first rotational torque of the load at a preset speed according to a weighted average value of the moment of inertia.

[0086] The calculation formula of the first torque is:

[0087] M = I × α;

[0088] Wherein, M is the first torque, I is the moment of inertia, and α is the angular acceleration. The angular acceleration in the formula can be calculated according to the value of the preset speed.

[0089] S820: Calculate a second distance.

[0090] The second distance is the distance between the equivalent center of gravity of the load and the rotation axis of the monitoring device.

[0091] S830: Calculate a second rotational torque of the load according to the gravity acting on the load and the second distance.

[0092] S840: If the difference between the first rotational torque and the second rotational torque is less than the difference threshold, calibrate the dynamic balancing weight position.

[0093] This step is a verification process, that is, if the difference between the first torque and the second torque is within the error range, the weighted average value of the moment of inertia calculated in the above step meets the requirements, and the position determined by the moment of inertia can be used as the load dynamic balancing weight position.

[0094] See also Figure 4 In some embodiments, the load dynamic balancing weight method of the railway traffic safety monitoring device provided by the present application further includes:

[0095] S910: Control the load to rotate at a preset speed.

[0096] S920: Obtain the vibration value of the load in the characteristic direction and the vibration value in the free state.

[0097] The vibration tester is used to detect the vibration values ​​of the load in three characteristic directions and the vibration value in the free state. It should be noted that the free state is the state of the load except in the characteristic direction.

[0098] S930: If the vibration value does not exceed the vibration threshold, calibrate the dynamic balancing weight position.

[0099] The dynamic balancing weight of the load obtained according to the above method can make the equivalent center of gravity of the load as close as possible to the axis of the rotating shaft in the monitoring device after the load balancing is completed, thereby effectively reducing the equivalent load of the load, improving the reliability and service life of the rotating device, and meeting the long-term stable operation needs of the monitoring device.

[0100] Some embodiments of the present application also provide a railway driving safety monitoring device, see Figure 5 , Figure 5 This is a schematic diagram of the structure of the railway traffic safety monitoring device provided in the present application, wherein the device includes: a housing 1, a mounting seat 2, a rotating device 3, a transmission assembly 4, a motor 5, an angle calculation module 6, a rotary connector 7 and a limit module 8, and a dynamic balancing weight obtained by applying the load dynamic balancing weight method provided in the above embodiment.

[0101] The housing 1 is a hollow cubic structure, and the transmission assembly 4, the motor 5, the angle calculation module 6, the rotary connector 7 and the limit module 8 are arranged inside the housing 1. Both sides of the housing 1 are open structures for loading the transmission assembly 4, the motor 5, the angle calculation module 6, the rotary connector 7 and the limit module 8.

[0102] The rotating device 3 includes a rotating shaft 31 and a rotor 32 . In order to improve the rigidity of the rotating device and reduce the equivalent load, in some embodiments, the rotor 32 may be a cylindrical roller bearing. The rotors 32 are disposed at both ends of the rotating shaft 31 .

[0103] The top of the housing 1 is provided with a first hole, a partition is provided inside the housing 1, a second hole is provided on the partition, the top of the rotating shaft 31 passes through the first hole and extends out of the housing 1, and the bottom of the rotating shaft 31 is plugged into the partition through the second hole. One of the rotors 32 of the rotating device 3 is provided in the first hole, and the other rotor 32 is provided in the second hole, so that the rotating shaft 31 can rotate in the housing 1.

[0104] The top of the rotating shaft 31 of the rotating device 3 is detachably connected to the mounting seat 2. It can be understood that the mounting seat 2 is arranged outside the housing 1. The mounting seat 2 is used to fix the load. The scanning radar is fixed on the load. The rotation of the rotating shaft 31 can drive the load to rotate, thereby driving the scanning radar to rotate. The end of the rotating shaft 31 away from the mounting seat 2 is connected to the angle calculation module 6. Specifically, the angle calculation module 6 is sleeved on the rotating shaft 31 and is arranged between the top of the housing 1 and the partition. In some embodiments, the angle calculation module 6 can be an encoder, which is used to calculate the rotation angle of the rotating shaft 31, thereby controlling the scanning range of the scanning radar. The bottom end of the rotating shaft 31 is connected to the rotary connector 7. In some embodiments, the rotary connector 7 can be a slip ring, which can rotate 360 ​​degrees. As an electric rotary connector, the slip ring can connect various cables, and when rotating, the cable state can be maintained, and the cable entanglement will not occur.

[0105] A connecting plate is provided inside the housing 1, and the motor 5 is fixed on the connecting plate inside the housing 1 and is detachably connected to the connecting plate. The output shaft of the motor 5 is connected to the input end of the transmission assembly 4, and the output end of the transmission assembly 4 is connected to the rotating device 3. Through the transmission of the transmission assembly 4, the motor 5 can provide power to the rotating device 3 and drive the rotating device 3 to rotate.

[0106] The transmission assembly 4 is fixed on the housing 1. In some embodiments, the transmission assembly 4 is disposed between the top of the housing and the angle calculation module 6. The transmission assembly 4 includes a worm gear 41, a worm 42, a driving wheel 43, a driven wheel 44, a belt 45, a first rotor 46 and a connecting seat 47.

[0107] The two ends of the worm 42 are respectively plugged with first rotors 46, and the two first rotors 46 are respectively arranged in the connecting seat 47, and the two connecting seats 47 are fixed on the housing 1. In some embodiments, the first rotor 46 can be a rolling bearing, and the worm 42 can rotate freely in the connecting seat 47 through the two first rotors 46 that are limited. One end of the worm 42 is connected to the driven wheel 44, and the driven wheel 44 and the driving wheel 43 are respectively engaged with the belt 45, and the driving wheel 43 is connected to the output shaft of the motor 5. After the motor 5 is powered on, the output shaft rotates, driving the driving wheel 43 to rotate, and under the action of the belt 45, the driven wheel 44 is driven to rotate, and then the worm 42 is driven to rotate. The worm wheel 41 is engaged with the worm 42, so that when the worm 42 rotates, the worm wheel 41 can be driven to rotate. It can be understood that in the transmission assembly 4, the worm wheel 41 is the output end and the driving wheel 43 is the input end.

[0108] The worm wheel 41 is plugged into the rotating shaft 31 of the rotating device 3. Since the worm wheel 41 drives the rotating shaft 31 to rotate, the worm wheel 41 and the rotating shaft 31 need to be reliably fixed. In some embodiments, a keyway can be provided inside the worm wheel 41 and on the rotating shaft 31, and a flat key can be installed to limit the relative movement of the worm wheel 41 and the rotating shaft 31.

[0109] The limit module 8 is used to limit the scanning angle of the scanning radar on the monitoring device. In some embodiments, the limit module 8 can be an optical coupler. The limit module 8 is arranged along the circumference of the rotary connector 7 to facilitate connection with the rotary connector 7.

[0110] The motor 5 , the angle calculation module 6 and the limit module 8 are electrically connected to the rotary connector 7 so that when the rotating shaft 31 rotates, the cables of the angle calculation module 6 and the limit module 8 will not be entangled.

[0111] In some embodiments, the monitoring device further includes side panels 9, which are fixed to both sides of the housing 1 and are detachably connected to the housing 1. In some embodiments, in order to reduce the weight of the monitoring device, the side panels 9 may be made of aluminum alloy. The two side panels 9 are used to seal the housing 1 to reduce the damage of the complex external natural environment to the various parts and electrical components in the monitoring device.

[0112] It can be seen from the above technical scheme that the embodiment of the present application provides a method and a monitoring device for dynamically balancing the load of a railway traffic safety monitoring device, the method comprising: obtaining a digital-analog diagram of the load and the monitoring device; configuring the material properties of the load and the monitoring device respectively according to the digital-analog diagram, wherein the material properties include the weight of the load and the monitoring device; generating an equivalent center of gravity of the load according to the material properties; setting a plurality of characteristic directions; calculating the moment of inertia of the load in the characteristic direction at a preset speed according to the weight of the load and the coordinate position of the equivalent center of gravity; calculating the weighted average of the moment of inertia in a plurality of characteristic directions; obtaining the position of the dynamic balancing weight of the load according to the weighted average. By adopting the method of the present application to set a counterweight on the load, the equivalent load of the load can be effectively reduced, and the vibration of the load during the rotation process can be reduced, thereby improving the reliability and service life of the rotating device, and solving the problem of poor stability of the rotating device.

[0113] Similar parts between the embodiments provided in this application can be referenced to each other. The specific implementation methods provided above are only a few examples under the general concept of this application and do not constitute a limitation on the protection scope of this application. For those skilled in the art, any other implementation methods expanded based on the scheme of this application without creative work belong to the protection scope of this application.

Claims

1. A method for dynamic balancing of loads in a railway traffic safety monitoring device, characterized in that: include: Acquire a digital-to-analog diagram, wherein the digital-to-analog diagram includes a digital-to-analog diagram of the load and a digital-to-analog diagram of the monitoring device; According to the digital-analog diagram, respectively configure the material properties of the load and the material properties of each part in the monitoring device, wherein the material properties include the weight of the load and the weight of each part in the monitoring device; generating an equivalent center of gravity of the load based on the material properties; Set multiple feature directions; Calculating the moment of inertia of the load in the characteristic direction at a preset speed according to the weight of the load and the coordinate position of the equivalent center of gravity; Calculating a weighted average value of the moment of inertia in a plurality of the characteristic directions; The dynamic balancing weight position of the load is obtained according to the weighted average value to configure the dynamic balancing weight on the load.

2. The method for dynamic load balancing of a railway traffic safety monitoring device according to claim 1, characterized in that: The obtaining of the digital-analog diagram comprises: Respectively obtaining the size value of the load and the size value of the monitoring device; A model is constructed according to the dimensional values ​​of the load and the dimensional values ​​of the monitoring device to generate the digital-analog diagram.

3. The method for dynamic load balancing of a railway traffic safety monitoring device according to claim 1, characterized in that: The setting of the characteristic direction comprises: Respectively obtain the installation height and the first distance of the load, the installation height being the distance between the geometric center of the load and the track installation surface, and the first distance being the horizontal distance between the center lines of the two tracks and the geometric center of the load; The characteristic direction is set according to the installation height and the first distance.

4. The method for dynamic load balancing of a railway traffic safety monitoring device according to claim 3, characterized in that: The multiple characteristic directions include: a reference direction, a first direction and a second direction, the reference direction is the hypotenuse direction of a triangle constructed according to the first distance and the installation height, the angle between the first direction and the reference direction is 45°, and the second direction is symmetrical to the first direction with the reference direction as the axis.

5. The method for dynamic load balancing of a railway traffic safety monitoring device according to claim 1, characterized in that: Calculating the moment of inertia of the characteristic direction at a preset speed according to the weight of the load and the coordinate position of the equivalent center of gravity includes: The moment of inertia is calculated as follows: I=m×r 2 ; Where I is the moment of inertia, m is the weight of the load, and r is the distance from the equivalent center of gravity to the edge of the load along the characteristic direction.

6. The method for dynamic load balancing of a railway traffic safety monitoring device according to claim 1, characterized in that: The arrangement direction of the dynamic balancing weight is opposite to the characteristic direction.

7. The method for dynamic load balancing of a railway traffic safety monitoring device according to claim 1, characterized in that: The method further comprises: Calculating a first rotational torque of the load at a preset speed according to a weighted average value of the rotational inertia; Calculating a second distance, where the second distance is the distance between the equivalent center of gravity of the load and the rotation axis of the monitoring device; Calculating a second rotational torque of the load according to the gravity exerted on the load and the second distance; If the difference between the first rotational torque and the second rotational torque is less than a difference threshold, the dynamic balancing weight position is calibrated.

8. The method for dynamic load balancing of a railway traffic safety monitoring device according to claim 1, characterized in that: The method further comprises: Controlling the load to rotate at a preset speed; Obtaining a vibration value of the load in the characteristic direction and a vibration value of the load in a free state; If the vibration value does not exceed the vibration threshold, the dynamic balancing weight position is calibrated.

9. A railway traffic safety monitoring device, characterized in that: include: A housing (1), a mounting seat (2), a rotating device (3), a transmission assembly (4), a motor (5), an angle calculation module (6), a rotary connector (7) and a limit module (8), and a dynamic balancing weight obtained by applying the load dynamic balancing weight method according to any one of claims 1 to 8; The transmission assembly (4), the motor (5), the angle calculation module (6), the rotary connector (7) and the limit module (8) are arranged inside the housing (1); The top end of the shell (1) is provided with a first hole, the interior of the shell (1) is provided with a partition, the partition is provided with a second hole, the top end of the rotating device (3) passes through the first hole and extends out of the shell (1), the bottom end of the rotating device (3) is plugged into the partition through the second hole, and the rotating device (3) is rotatably connected to the shell (1); The top end of the rotating device (3) is connected to the mounting seat (2), the end of the rotating device (3) away from the mounting seat (2) is connected to the angle calculation module (6), and the bottom end of the rotating device (3) is connected to the rotary connector (7); The motor (5) is arranged on the housing (1); The input end of the transmission component (4) is connected to the motor (5), the output end of the transmission component (4) is connected to the rotating device (3), and the transmission component (4) is fixed on the housing (1); The limiting module (8) is arranged along the circumference of the rotary connector (7); The motor (5), the angle calculation module (6) and the limit module (8) are electrically connected to the rotary connector (7).

10. The railway traffic safety monitoring device according to claim 9, characterized in that: The transmission assembly (4) comprises a worm wheel (41), a worm (42), a driving wheel (43), a driven wheel (44), a belt (45), a first rotor (46) and a connecting seat (47); The worm wheel (41) is plugged into the rotating device (3), and the worm wheel (41) is meshed with the worm (42); the first rotor (46) is respectively plugged into the two ends of the worm (42), and the two first rotors (46) are respectively arranged in the connecting seat (47), and the connecting seat (47) is connected to the housing (1); one end of the worm (42) is connected to the driven wheel (44), and the driven wheel (44) and the driving wheel (43) are respectively meshed with the belt (45), and the driving wheel (43) is connected to the output shaft of the motor (5).

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