Steering control method for a rail vehicle and related device

Abstract

Embodiments of the present application provide a kind of rail vehicle steering control method and related device, it is related to vehicle control technical field.The rail vehicle is provided with detection mechanism and running wheel, detection mechanism is located in the front of running wheel in the direction of travel, the method includes: in the process that rail vehicle travels along track, the change information of track direction is detected by detection mechanism;According to change information of direction, running wheel is controlled to turn.This method detects the change information of track direction by detection mechanism in advance to a distance of running wheel, and then can actively control running wheel to turn according to change information of direction, and then can reduce the passive guiding effect of guiding device, reach the effect of reducing the wear of guiding device of rail vehicle, reduce track wear and deformation.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle control, in particular to a steering control method of a rail vehicle and related device. BACKGROUND

[0002] The rail vehicle can refer to a vehicle designed to run along a preset track, such as a railway vehicle running on a railway track and a cloud bus vehicle running on a steel track, etc. The rail vehicle usually guides the vehicle to travel through a guide device.

[0003] Some rail vehicles are provided with a guide device on a bogie, and the guide device is clamped on the track of the rail vehicle. When the rail vehicle travels on the track, the guide device is guided to steer the bogie through the force exerted by the track on the guide device, thereby realizing the steering control of the whole vehicle.

[0004] Due to the large force between the guide device and the track, the guide device is severely worn, and the track is worn and deformed. SUMMARY

[0005] The embodiments of the present application provide a steering control method of a rail vehicle and related device, so as to reduce the wear of the guide device of the rail vehicle and weaken the wear and deformation of the track.

[0006] In a first aspect, the embodiments of the present application provide a steering control method of a rail vehicle, the rail vehicle is provided with a detection mechanism and a running wheel, the detection mechanism is located in front of the running wheel in the running direction, and the method comprises: detecting the track direction change information through the detection mechanism during the running of the rail vehicle along the track; and steering controlling the running wheel according to the track direction change information.

[0007] In a possible implementation, the detection mechanism comprises a detection wheel, the detection wheel is used to move forward under the guidance of the track; and the track direction change information is represented by the state of the detection wheel.

[0008] In a possible implementation, the track direction change information comprises at least one of the following: angle information of the detection wheel relative to the center axis of the rail vehicle; and pressure information of the detection wheel relative to the track.

[0009] In a possible implementation, the steering controlling the running wheel according to the track direction change information comprises: if the angle information corresponding to the detection wheel is greater than or equal to a preset angle threshold, adjusting the running direction of the running wheel.

[0010] In a possible implementation, the steering controlling the running wheel according to the track direction change information comprises: if the angle information corresponding to the detection wheel is less than the preset angle threshold, obtaining the pressure information corresponding to the detection wheel; and adjusting the running direction of the running wheel according to the pressure information.

[0011] In a possible implementation, the adjusting the running direction of the running wheel according to the pressure information comprises: adjusting the running direction of the running wheel if the pressure information is greater than a preset pressure threshold.

[0012] In a possible implementation, the steering control of the running wheel according to the change information of the running direction comprises: determining a path point to be passed through by the running wheel according to the change information of the running direction; and steering controlling the running wheel according to the path point to be passed through.

[0013] In a possible implementation, the determining the path point to be passed through by the running wheel according to the change information of the running direction comprises: determining position point information currently corresponding to the detection mechanism; and determining the path point to be passed through by the running wheel according to the change information of the running direction and the position point information.

[0014] In a possible implementation, the determining the position point information currently corresponding to the detection mechanism comprises: determining the position point information currently corresponding to the detection mechanism according to a running speed and a running time of the track-bound vehicle.

[0015] In a possible implementation, the determining the position point information currently corresponding to the detection mechanism comprises: determining the position point information currently corresponding to the detection mechanism according to satellite positioning information of the track-bound vehicle and a position of the detection mechanism in the track-bound vehicle.

[0016] In a possible implementation, the determining the path point to be passed through by the running wheel according to the change information of the running direction and the position point information comprises: constructing a polar coordinate comprising the position point information and an incremental angle as the path point to be passed through by the running wheel, the incremental angle being an angle value for controlling deflection of the running wheel when the running wheel runs from a current position to a next position.

[0017] In a possible implementation, the steering control of the running wheel according to the path point to be passed through comprises: steering controlling the running wheel according to the incremental angle in the corresponding polar coordinate of the path point to be passed through when the running wheel passes through the path point to be passed through.

[0018] In a second aspect, an embodiment of the present application provides a steering control device of a track-bound vehicle, the track-bound vehicle being provided with a detection mechanism and a running wheel, the detection mechanism being located in front of the running wheel in a running direction, and the device comprising: a detection module configured to detect change information of a running direction of a track by the detection mechanism in a process in which the track-bound vehicle runs along the track; and a control module configured to steer control the running wheel according to the change information of the running direction of the track.

[0019] In a possible implementation, the detection mechanism comprises a detection wheel, the detection wheel being configured to run forward under guidance of the track, and the change information of the running direction of the track being represented by a state of the detection wheel.

[0020] In a possible implementation, the track direction change information comprises at least one of: angle information of the detection wheel relative to a center axis of the track vehicle; pressure information of the detection wheel relative to the track.

[0021] In a possible implementation, the control module is specifically configured to: if the angle information corresponding to the detection wheel is greater than or equal to a preset angle threshold, adjust the running direction of the running wheel.

[0022] In a possible implementation, the control module is specifically configured to: if the angle information corresponding to the detection wheel is less than the preset angle threshold, acquire pressure information corresponding to the detection wheel; and adjust the running direction of the running wheel according to the pressure information.

[0023] In a possible implementation, the control module is specifically configured to: if the pressure information is greater than a preset pressure threshold, adjust the running direction of the running wheel.

[0024] In a possible implementation, the control module is specifically configured to: determine a path point to be passed through by the running wheel according to the track direction change information; and perform steering control on the running wheel according to the path point to be passed through.

[0025] In a possible implementation, the control module is specifically configured to: determine position point information currently corresponding to the detection mechanism; and determine a path point to be passed through by the running wheel according to the track direction change information and the position point information.

[0026] In a possible implementation, the control module is specifically configured to: determine position point information currently corresponding to the detection mechanism according to a running speed and a running time of the track vehicle.

[0027] In a possible implementation, the control module is specifically configured to: determine position point information currently corresponding to the detection mechanism according to satellite positioning information of the track vehicle and a position of the detection mechanism in the track vehicle.

[0028] In a possible implementation, the control module is specifically configured to: construct a polar coordinate comprising the position point information and an incremental angle as the path point to be passed through by the running wheel, the incremental angle being an angle value for controlling deflection of the running wheel when the running wheel runs from a current position to a next position.

[0029] In a possible implementation, the control module is specifically configured to: when the running wheel passes through the path point to be passed through, perform steering control on the running wheel according to the incremental angle in the polar coordinate corresponding to the path point to be passed through.

[0030] In a third aspect, the embodiments of the present application provide a detection mechanism, the detection mechanism is arranged on a track vehicle, the detection mechanism is located in front of a running wheel of the track vehicle in a running direction, and the detection mechanism is configured to detect track direction change information during track driving of the track vehicle; and the track direction change information is used for steering control of the running wheel.

[0031] In a possible implementation, the detection mechanism comprises a detection wheel, the detection wheel is configured to move forward under guidance of the track, and the track direction change information is represented by a state of the detection wheel.

[0032] In a possible implementation, the detection mechanism comprises a left detection wheel and a right detection wheel, the left detection wheel moves forward along a left track, and the right detection wheel moves forward along a right track.

[0033] In a possible implementation, the detection mechanism comprises a left detection rod and a right detection rod, the left detection wheel is connected to the track vehicle through the left detection rod, and the right detection wheel is connected to the track vehicle through the right detection rod.

[0034] In a possible implementation, one end of the left detection rod and one end of the right detection rod are connected to a control point of the track vehicle, the control point is any point on a center line of the track vehicle and in front of the running wheel in the running direction.

[0035] In a possible implementation, the detection mechanism comprises a cross rod, the left detection wheel and the right detection wheel are connected through the cross rod.

[0036] In a possible implementation, the detection mechanism comprises at least one angle sensor, the angle sensor is configured to detect a rotation angle of a bisector of a left detection rod angle and a right detection rod angle, and the rotation angle is used to determine angle information of the detection wheel relative to the center line of the track vehicle.

[0037] In a possible implementation, the detection mechanism comprises at least one pressure sensor, the pressure sensor is configured to detect a pressure value of pressure received by a bearing of the detection wheel, and the pressure value is used to determine pressure information of the detection wheel relative to the track.

[0038] In a fourth aspect, the embodiments of the present application provide a detection system, the detection system is applied to a track vehicle, and the detection system comprises at least one controller and at least one detection mechanism, the controller is configured to implement the first aspect and / or various possible implementations of the first aspect, and the detection mechanism is the third aspect and / or various possible detection mechanisms of the third aspect.

[0039] In a fifth aspect, the embodiments of the present application provide a track vehicle, the track vehicle comprises at least one detection system of the fourth aspect.

[0040] In a sixth aspect, an embodiment of the present application provides a rail vehicle train set, the rail vehicle train set comprising at least one rail vehicle as described in the fifth aspect above.

[0041] In a possible implementation, the rail vehicle train set comprises two rail vehicles and is respectively used as a head vehicle and a tail vehicle of the rail vehicle train set; in a case where the rail vehicle train set runs in a first direction along the track, the change information of the track direction is detected by the detection mechanism of the head vehicle, and each running wheel is controlled to turn according to the change information of the track direction; in a case where the rail vehicle train set runs in a second direction along the track, the change information of the track direction is detected by the detection mechanism of the tail vehicle, and each running wheel is controlled to turn according to the change information of the track direction; wherein the first direction and the second direction are two opposite directions along the track.

[0042] In a seventh aspect, an embodiment of the present application provides an electronic device, comprising a memory and a processor; the memory stores computer-executable instructions; and the processor executes the computer-executable instructions stored in the memory, so that the processor executes the first aspect and / or various possible implementation manners of the first aspect described above.

[0043] In an eighth aspect, an embodiment of the present application provides a computer-readable storage medium, the computer-readable storage medium storing computer-executable instructions, the computer-executable instructions being executed by a processor to implement the first aspect and / or various possible implementation manners of the first aspect described above.

[0044] In a ninth aspect, an embodiment of the present application provides a computer program product, comprising a computer program, the computer program being executed by a processor to implement the first aspect and / or various possible implementation manners of the first aspect described above.

[0045] The rail vehicle provided by the embodiments of the present application is provided with a detection mechanism and a running wheel, and the detection mechanism is located in front of the running wheel in the running direction. Because the rail vehicle is provided with the detection mechanism, and the detection mechanism is located in front of the running wheel in the running direction, the change information of the track direction can be detected by the detection mechanism in advance during the running of the rail vehicle along the track, and the change information of the track direction can reflect the change of the track direction in advance, so that there is time and space to control the running wheel to turn according to the change information of the track direction, and the turning mode of the running wheel is changed from passive turning to active turning, and the passive guiding effect of the guiding device is weakened. After the running wheel actively turns on the track, the interaction force between the guiding device and the track can be reduced, and then the wear of the guiding device can be reduced, and the track wear and deformation can be weakened. BRIEF DESCRIPTION OF DRAWINGS

[0046] The accompanying drawings, which are incorporated herein and constitute part of this specification, illustrate embodiments consistent with the application and, together with the description, further serve to explain the principles of the application.

[0047] Figure 1 A bogie structure of a rail vehicle provided for an embodiment of the application

[0048] Figure 2 A flowchart of a steering control method of a rail vehicle provided for an embodiment of the application Figure 1 ;

[0049] Figure 3 A schematic diagram of a rail vehicle train set in a track provided for an embodiment of the application Figure 1 ;

[0050] Figure 4 A schematic diagram of a rail vehicle train set in a track provided for an embodiment of the application Figure 2 ;

[0051] Figure 5 A schematic diagram of a detection system provided for an embodiment of the application Figure 1 ;

[0052] Figure 6 A schematic diagram of a detection system provided for an embodiment of the application Figure 2 ;

[0053] Figure 7 A flowchart of a steering control method of a rail vehicle provided for an embodiment of the application Figure 2 ;

[0054] Figure 8 A structure diagram of a steering control device of a rail vehicle provided for an embodiment of the application

[0055] Figure 9 A structure diagram of an electronic device provided for an embodiment of the application.

[0056] The specific embodiments of the application have been shown by way of example in the above-mentioned drawings, and will be described in more detail hereinafter. These drawings and the written description are not intended to restrict the scope of the inventive concept in any way, but are merely meant to illustrate the inventive concept to a person skilled in the art by reference to particular embodiments. DETAILED DESCRIPTION

[0057] The exemplary embodiments will be described in detail herein with reference to the attached drawings. The following description is made with reference to the accompanying drawings in which like reference numerals refer to like elements, unless the context of use indicates otherwise. The following description of exemplary embodiments is not representative of all embodiments consistent with the present application. Rather, it is merely an example of apparatus and methods consistent with some aspects of the present application as detailed in the appended claims.

[0058] In the embodiments of the present application, if the words "first", "second", etc. are used, they are used to distinguish the same or similar items or elements with substantially the same function and effect. For example, the first electronic device and the second electronic device are merely used to distinguish different electronic devices, and do not limit the sequence. Those skilled in the art can understand that the words "first", "second", etc. do not limit the quantity and execution sequence, and the words "first", "second", etc. do not necessarily mean different.

[0059] In the embodiments of the present application, the words "exemplary" or "for example" are used to represent an example, illustration or description. Any embodiment or design solution described as "exemplary" or "for example" in the present application should not be interpreted as more preferred or more advantageous than other embodiments or design solutions. Rather, the words "exemplary" or "for example" are used to present the relevant concept in a specific manner.

[0060] In the embodiments of the present application, "at least one" means one or more, and "multiple" means two or more. The association relationship of the associated objects is described, which means that there can be three relationships, for example, A and / or B, which can represent the following three cases: A exists alone, A and B exist together, and B exists alone, where A and B can be singular or plural. The character " / " generally represents an "or" relationship between the associated objects before and after it.

[0061] In the technical solutions of the embodiments of the present application, the collection, storage, use, processing, transmission, provision and disclosure of user personal information comply with relevant laws and regulations and do not violate public order and good customs.

[0062] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data for analysis, stored data, displayed data, etc.) involved in the present application are all information and data authorized by the user or authorized by all parties, and the collection, use and processing of the relevant data need to comply with relevant laws and regulations and standards of relevant countries and regions, and provide corresponding operation portal for user to choose authorization or refusal.

[0063] With the development of the transportation field, rail vehicles such as trams and subways are widely used in the transportation system. The inventors have found in practice that the rail vehicles usually use a passive steering system for guiding. With the increase of the driving mileage of the rail vehicles, the guiding device is prone to severe wear and tear, and the track is prone to wear and deformation.

[0064] The passive steering system can be understood as a system that does not need an external power source (such as an electric motor or a hydraulic system) to assist steering. The passive steering system mainly relies on the extrusion between the guiding device of the vehicle and the track beam, forcing the vehicle to follow the angle change of the track and steer.

[0065] Figure 1 A bogie structure diagram of a rail vehicle is provided for the embodiments of the present application, as shown in Figure 1 The walking part of the vehicle is a running wheel, which is arranged on both sides of the bogie and used to support and pull the vehicle. The running wheel is arranged on the track, and the rail vehicle transmits the traction force and braking force of the vehicle through the interaction between the running wheel and the track, helping the vehicle to travel correctly along the track. The guiding device of the vehicle is a guide wheel, which is installed on the bogie of the vehicle and located inside the two sides of the running wheel. The guide wheels on both sides can be clamped to the track beam, and passive guiding of the running wheel is achieved through mutual extrusion and friction between the guide wheels and the track beam, thereby guiding the vehicle to travel along the track. In addition, the guide wheel can also prevent the vehicle from derailing and reduce the lateral swing of the vehicle. The guide wheel and the running wheel can both be tires made of rubber.

[0066] Generally, the track line of the rail vehicle has many curves and small turning radii, and the passive steering system causes the steering device and the track beam to frequently bear large forces. Since the passive steering system relies on the interaction between the track and the guiding device to achieve the steering of the vehicle, both the guiding device and the track are prone to wear and tear. For example, when the passive steering is performed, the guiding device that bears the steering force will bear a large force and be severely worn and torn. Compared with the guiding device made of metal, the guiding device made of rubber is more prone to wear and tear. In addition, the impact force of the guiding device on the track is large when the passive steering is performed, which can cause the track to wear and even loosen and deform, thereby endangering the safety of driving.

[0067] The inventors have found through comparative research on rail vehicles and non-rail vehicles that rail vehicles generally use passive steering, while non-rail vehicles such as cars generally use active steering. Active steering actively adjusts the running angle of the running wheel during driving, so it does not need to set a passive steering guiding device, and there is no problem of easy wear and tear of the guiding device. However, the rail vehicle is limited to driving on a pre-set track, so it is difficult to achieve active steering control as easily as the non-rail vehicle.

[0068] Taking a car as an example, active steering includes manual driving and automatic driving. When manually driving, the driver controls the running angle of the wheels by operating the steering wheel. However, due to the limited width of the track beam of the rail vehicle and the high-altitude driving, it is difficult for the driver to manually control the running angle of the running wheels of the rail vehicle, and thus it is difficult to achieve. In the rail vehicle, the driver generally only controls the forward and backward direction and the driving speed of the vehicle, and does not control the running angle of the running wheels. Therefore, if the running angle of the running wheels is to be actively controlled, it needs to be automatically controlled by electronic equipment and instruments, and the running wheel angle is controlled in an automatic driving manner. It can be seen that the active steering system of the rail vehicle on the track is closer to the active steering system of the automatic driving car.

[0069] Generally, the route of the car is not fixed, and the existing automatic driving of the car uses devices such as laser radar and camera to actively control the steering of the running wheels of the car through image processing. For example, the related method combines electronic map and satellite positioning method to obtain the driving route, and actively controls the steering of the automatic driving based on the driving route. However, this method has high cost, complex algorithm and high development difficulty, and needs to increase various detection devices, so it is difficult to apply to the active steering control of the rail vehicle.

[0070] After studying some active steering systems of railcars, it is found that some railcars do not have a solid track beam, but only have a power supply line. Since there is no track, it cannot be passively steered to guide the direction by the track force. These railcars can use magnetic nail navigation to achieve active steering. However, due to the influence of steel rails, it is difficult to identify magnetic nails for rail vehicles such as cloud vehicles running on steel track beams, so this method cannot be well applied to rail vehicles on steel tracks.

[0071] Compared with the automatic driving of the trackless vehicle, the rail vehicle has some track characteristics. The rail vehicle runs along the track, so if the change information of the front track beam is detected in real time during the actual operation of the rail vehicle, and the vehicle is controlled to run along the track beam as much as possible, active steering control on the track can be achieved.

[0072] Therefore, for a rail vehicle running on a physical track, the running direction of the running wheel can be actively guided on the physical track, and active steering of the running wheel can be realized by detecting the track change information in front of the running direction of the running wheel in real time during actual running of the rail vehicle, and controlling the running wheel direction according to the track change information. In the case that the rail vehicle realizes effective active steering, the passive guiding effect of the guiding device can be greatly reduced, the extrusion force and friction between the guiding wheel and the track beam can be reduced, the wear and impact can be reduced, and the wear degree of the track and the guiding device can be reduced, thereby solving the problems of serious wear of the guiding device and track wear and deformation.

[0073] The technical solutions of the present application and how the technical solutions solve the above technical problems will be described in detail below with specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes can not be described again in some embodiments. The embodiments of the present application will be described below with reference to the accompanying drawings.

[0074] The embodiment of the present application provides a steering control method of a rail vehicle, the rail vehicle is provided with a detection mechanism and a running wheel, the detection mechanism is located in front of the running wheel in the running direction. Wherein, the running wheel is a running component for carrying the vehicle body and driving the vehicle movement, which can be a tire made of steel material or rubber material.

[0075] The detection mechanism can be a device installed on the rail vehicle for detecting the track change information in front of a certain distance, which can be any form of device relying on mechanical structure, mechanical device and / or data acquisition equipment. For example, it can be assembled by mechanical equipment and sensors. The detection mechanism can be a device connected to the rail vehicle body, or a device provided independently of the rail vehicle body. The shape and structure of the detection mechanism can be designed adaptively according to the rail vehicle and the track.

[0076] The detection mechanism can acquire the track change information in front of a certain distance of the current track in real time and continuously, the acquired data is more real and has strong real-time performance, and is not easy to be disturbed by external environment.

[0077] Figure 2 The flowchart of the steering control method of the rail vehicle provided by the embodiment of the present application Figure 1 The execution subject of the method can be an electronic device with corresponding data storage ability and computing ability, for example, a computer or a server, or a controller, a vehicle controller or a control unit on the rail vehicle. As shown in Figure 2 The method comprises:

[0078] S201, detecting the track direction change information by the detection mechanism during the tramcar driving along the track.

[0079] For example, the track direction change information can be various information capable of representing the track direction change situation, such as information representing the change amount or change trend of the track center line in the track direction. For another example, if the track being driven is parallel double tracks, the track direction change information can be the change information of the track beam of any one track in the track direction.

[0080] For example, the tramcar can be provided with a tramcar controller loaded with a tramcar control and management system (TCMS), which can serve as the core of the tramcar control and provide real-time control signals and state feedback for each control system and module of the tramcar. During the tramcar driving along the track, the tramcar controller can control the detection mechanism to detect the track direction change information, and can receive the detected track direction change information.

[0081] Since the detection mechanism is located in front of the running wheel in the running direction, the detection mechanism can detect the track direction change information within a certain distance in front of the tramcar in real time and continuously during the tramcar driving along the track, as reference information for active steering control of the running wheel.

[0082] S202, steering the running wheel according to the track direction change information.

[0083] For example, after receiving the track direction change information, the tramcar controller can steer the running wheel according to the track direction change information. For example, when steering the running wheel according to the track direction change information, the control strategy of active steering can be analyzed and decided to execute the action of steering the running wheel.

[0084] For example, the control strategy of active steering can be a preset algorithm for active steering control of the running wheel, such as steering control of the running wheel based on vehicle lane centering control (LCC) in the tramcar control and management system. Vehicle lane centering control is an advanced driver assistance system (ADAS) that automatically adjusts the direction of the vehicle to keep it in the central position of the lane by using sensors and control systems. Through vehicle lane centering control, driving safety can be improved and the burden on the driver can be reduced.

[0085] The present application provides a steering control method for a rail vehicle. The rail vehicle is equipped with a detection mechanism and running wheels, with the detection mechanism located in front of the running wheels in the direction of travel. Because the rail vehicle has a detection mechanism positioned in front of the running wheels in the direction of travel, the detection mechanism can detect changes in the track's orientation a certain time and distance in advance as the rail vehicle travels along the track. This orientation change information can reflect changes in the track's orientation in advance, thus providing time and space to control the steering of the running wheels based on this orientation change information. This changes the steering mode of the running wheels from passive to active steering, reducing the passive guiding effect of the guiding device. After the running wheels achieve active steering on the track, the interaction force between the guiding device and the track can be reduced, thereby reducing wear on the guiding device and mitigating track wear and deformation.

[0086] In some real-world scenarios, to meet operational needs and special conditions such as maintenance and charging, urban rail lines frequently adjust their track configurations using turnouts. This leads to unpredictable changes in the track layout and lower track stability. Fixed track layouts only operate in specific scenarios, lacking versatility and flexibility. Furthermore, the actual condition of the track may deviate from the design specifications. Therefore, the method provided in this application, which achieves active steering control by actually detecting changes in the track layout, offers higher reliability, universality, and safety compared to active steering control based on a pre-set fixed track.

[0087] In one possible implementation, the detection mechanism includes a detection wheel that moves forward under the guidance of a track; information on changes in the track's trajectory is characterized by the state of the detection wheel.

[0088] For example, during the operation of a rail vehicle, the detection wheel can be positioned to maintain contact with the track, such as rolling contact between the detection wheel and the side wall of the track beam. By moving the detection wheel along the side wall of the track beam during rail vehicle operation, the movement of the detection wheel can characterize changes in the track's trajectory. Based on a detection mechanism including the detection wheel, the structural design of the detection mechanism can be simplified, and detection costs can be reduced.

[0089] To reduce wear on the guiding device and achieve active steering control of the rail vehicle, this application embodiment uses a detection wheel to detect the actual changes in the track line in advance of the running wheels. The state of the detection wheel is used to characterize the track direction change information, thereby controlling the travel angle of the running wheels. This allows the vehicle's centerline angle to be consistent with the track line angle, achieving centered travel on the track.

[0090] In a possible implementation, the track direction change information comprises at least one of the following: angle information of the detection wheel relative to the center axis of the track vehicle; pressure information of the detection wheel relative to the track.

[0091] Exemplarily, the center axis of the track vehicle can be a center line of the track vehicle in the running direction, which can be understood as a longitudinal center line of the vehicle. The angle information of the detection wheel relative to the center axis of the track vehicle can be understood as an angle difference between the center axis of the track vehicle and the center axis of the track, which is reflected by the movement of the detection wheel along the track beam. The angle difference can represent the difference between the center axis of the track vehicle and the center axis of the track.

[0092] Since the detection wheel can be in contact with the track and move forward under the guidance of the track, there is pressure between the track and the detection wheel. The pressure information of the detection wheel relative to the track can be understood as a pressure value of the pressure exerted by the track on the detection wheel, which is detected by the movement of the detection wheel on the track. For the left track and the right track of the parallel double-track beam, the left track and the right track respectively exert pressure on the detection mechanism, and the pressure difference on both sides can represent the tendency of the track vehicle deviating from the track.

[0093] By controlling the track vehicle so that the angle difference is consistent or approximately consistent, and / or by controlling the track vehicle so that the pressure difference is zero or close to zero, the center axis of the track vehicle can be parallel or coincident with the center axis of the track, thereby achieving active steering control of the track vehicle on the track. Alternatively, in combination with the storage control function of the TCMS, the angle of the running wheel can be controlled so that the running wheel is in the middle of the beam surface of the track beam.

[0094] Unlike the active steering control achieved by image processing technology and the like for automatic driving, the method provided in the embodiments of the present application uses real-time sensing of the angle difference of the track change in front and / or the pressure difference generated by the deviation of the vehicle from the track to improve the accuracy of detecting the track direction change information in the case of two-dimensional physical quantity representing the track direction change information, and to achieve more accurate active steering control of the track vehicle. Based on the active steering control of the track vehicle on the track, the wear and deformation of the guide device and the track can be reduced.

[0095] In a possible implementation, when the running wheel is controlled to steer according to the track direction change information, specifically, if the angle information corresponding to the detection wheel is greater than or equal to a preset angle threshold, the running direction of the running wheel is adjusted.

[0096] Exemplarily, the preset angle threshold can be a threshold value preset for judging and deciding the angle information, which can be any angle value, for example, 0.2°, etc. The angle information can be an angle difference, which can represent the difference between the center axis of the track vehicle and the center axis of the track.

[0097] The angle information is compared with the preset angle threshold value, and in the case that the angle information is greater than or equal to the preset angle threshold value, it indicates that the track direction change has a large amplitude, and at this time, the running direction of the running wheel should be adjusted according to the amplitude of the track direction change. Based on this, the running wheel can be actively steered by the angle information. The running direction of the running wheel can be understood as the direction of the running wheel surface when the running wheel rotates.

[0098] In a possible implementation, the steering control of the running wheel according to the track direction change information comprises: if the angle information corresponding to the detection wheel is less than the preset angle threshold value, obtaining the pressure information corresponding to the detection wheel; and adjusting the running direction of the running wheel according to the pressure information.

[0099] For example, the preset angle threshold value is similar to the preset angle threshold value in the above embodiment. The angle information is compared with the preset angle threshold value, and in the case that the angle information is less than the preset angle threshold value, it indicates that the track direction change has a small amplitude, and at this time, it may be that the angle difference is too small to be detected by the angle detection device, or it may be other situations. At this time, in order to more accurately actively control the running wheel, the pressure information corresponding to the detection wheel can be obtained, and the running direction of the running wheel can be adjusted according to the pressure information.

[0100] In the embodiments of the present application, the detection wheel measures the track direction change information a distance ahead of the running wheel, which can provide the running wheel with space and time to adjust the angle. In addition, by combining the angle difference and the pressure difference on the left and right sides, the angle difference can be used for rough active steering control, and the pressure difference can be used for accurate active steering control, so that the running wheel can be more reliably and accurately centered. It can be understood that in the implementation of active control, only one of the angle difference or the pressure difference can be used for active steering control.

[0101] For the parallel double-track beam track scene, the detection mechanism can include a left detection wheel and a right detection wheel, and the left detection wheel runs along the left track, and the right detection wheel runs along the right track. Based on this, the left detection wheel and the right detection wheel can be used to detect the track direction change information of the double-track, which is suitable for many track vehicles and has high applicability.

[0102] Figure 3 A schematic diagram of a rail vehicle train set in a track is provided in the embodiments of the present application Figure 1 As shown in Figure 3 three rail vehicles can form a three-vehicle rail vehicle train set, and the left running wheels are all erected on the left track, and the right running wheels are all erected on the right track. The front and rear two rail vehicles in the three rail vehicles can be the head car and the tail car, respectively.

[0103] The first rail vehicle in the above figure is the head vehicle, and the triangular structure in front of the vehicle is the detection mechanism of the rail vehicle, which is located in front of the running wheels in the running direction. The detection mechanism includes a detection wheel 1, a detection wheel 2, a detection wheel shaft pressure sensor 1, a detection wheel shaft pressure sensor 2, and a head end angle sensor.

[0104] In a possible implementation, the detection mechanism can further include a left detection rod connecting the detection wheel 1 and the rail vehicle body and a right detection rod connecting the detection wheel 2 and the rail vehicle body. The detection wheels can be connected to the vehicle body through the detection rods. This design is simple and reliable, and facilitates the adhesion of the two detection wheels to the double tracks and the accurate detection of the track direction change information.

[0105] Figure 4 A schematic diagram of the rail vehicle train set provided by the embodiment of the present application in a track Figure 2 As shown in Figure 4 , the direction of the arrow of V indicates the direction in which the rail vehicle train set travels. When the rail vehicle enters the curved track, the detection mechanism swings with the track, and the rotation angle of the middle line of the included angle of the left detection rod and the right detection rod reflects the angle difference α between the track center line and the rail vehicle center line.

[0106] In a possible implementation, the detection wheel 1 and the detection wheel 2 can be connected by a cross rod. In this way, a relatively stable triangular structure can be formed based on the two detection rods and the cross rod, so that the detection wheel 1 and the detection wheel 2 can always roll on the side walls of the left track and the right track, respectively, when the rail vehicle is running, thereby facilitating the stable detection of the track direction change information.

[0107] In a possible implementation, one end of the left detection rod is connected to the detection wheel 1, and the other end is connected to a control point of the rail vehicle; one end of the right detection rod is connected to the detection wheel 2, and the other end is also connected to the control point of the rail vehicle. The control point can be any point on the rail vehicle center line in front of the running direction of the running wheels. For example, the control point can be the intersection of the rail vehicle center line and the most front horizontal line of the vehicle frame, as shown in Figure 3 the position of the head end angle sensor.

[0108] The control point can be the connection point at which the left detection rod and the right detection rod are connected to the front center point of the vehicle body of the head vehicle. The control point facilitates the determination of the motion trajectory of the center point of the rail vehicle when the rail vehicle runs along the track. If two running wheels on both sides of the bogie are taken as a pair of running wheels, the rotation angle of each pair of running wheels can be controlled, so that the center point of each pair of running wheels runs along the trajectory of the control point, thereby facilitating the realization of the control of the central driving of the rail vehicle along the track center line.

[0109] It can be understood that, after forming a stable triangular structure by the two side detection rods and the cross rod, and connecting the vertex connecting the two detection rods at the control point, when the two detection wheels swing left and right simultaneously while following the change of the track, the angle difference a between the track center line and the monorail vehicle center line can be determined by detecting the swing angle of one of the detection rods, and the angle information of the detection wheel relative to the monorail vehicle center line can be obtained.

[0110] Optionally, in a detection mechanism, the left detection wheel and the right detection wheel can respectively contact the outer side wall of the left track and the outer side wall of the right track. It can be understood that the detection mechanism clamps the double-track by the left and right detection wheels, so that the change information of the track can also be detected by the detection mechanism.

[0111] The shape of the detection wheel can be similar to a small guide wheel, but since the detection wheel is not used for passive guiding, the extrusion force and friction between the detection wheel and the track are small, and thus the wear of the track and the detection wheel is weak. In addition, the detection wheel is installed in front of the running wheel, and the replacement cost and convenience of the detection wheel are superior to those of the guide wheel. Even if the detection wheel is worn after long-term use, it can be replaced at low cost and conveniently, and can effectively protect the guide wheel. Active guiding of the vehicle can be achieved by the detection wheel, and the comfort of the vehicle during active guiding is superior to that during passive guiding, so that the comfort of passengers riding the monorail vehicle can be improved.

[0112] In a possible implementation, the detection mechanism can include at least one angle sensor, and the angle sensor is used to detect the rotation angle of the bisector of the included angle between the left detection rod and the right detection rod. The rotation angle is used to determine the angle information of the detection wheel relative to the monorail vehicle center line. For example, the angle sensor can be at least one of an optical angle sensor, a Hall effect angle sensor, or a digital angle sensor.

[0113] For example, by installing an angle sensor at the control point, the inclination angle of the left detection rod or the right detection rod can be detected. The inclination angle can be understood as the rotation angle of the detection mechanism in the track plane, and the inclination angle of the detection rod can represent the angle difference between the track center line and the monorail vehicle center line in real time.

[0114] In a possible implementation, the detection mechanism can include at least one pressure sensor, and the pressure sensor is used to detect the pressure value of the pressure on the bearing of the detection wheel. The pressure value is used to determine the pressure information of the detection wheel relative to the track.

[0115] For example, as shown in FIG. 6, the pressure sensor can be installed on the bearing of the detection wheel. Figure 3 and Figure 4As shown, the probe wheel axle pressure sensor 1 detects the pressure value of the bearing of the probe wheel 1 on the right track, and the probe wheel axle pressure sensor 2 detects the pressure value of the bearing of the probe wheel 2 on the left track. The pressure difference value can be obtained by calculating the difference between the pressure values on the left and right sides, and the pressure difference value can represent the pressure information of the probe wheel relative to the track, indicating that the track center line will deflect to the left or right side, and therefore the pressure difference value can be used to actively control the steering of the running wheel to adapt to the change of the track. The pressure sensor can be at least one of a strain gauge pressure sensor or a capacitive pressure sensor.

[0116] In a possible implementation, the running direction of the running wheel is adjusted according to the pressure information, including: if the pressure information is greater than a preset pressure threshold, the running direction of the running wheel is adjusted.

[0117] For example, the preset pressure threshold can be a threshold value preset for judging and deciding the pressure information, which can be any pressure value, such as 50kpa. The angle information can be an angle difference, which can represent the difference between the axis of the rail vehicle and the track center line. The pressure information can represent the pressure value of the track on the detection mechanism detected by the detection mechanism.

[0118] For example, in the running, the left probe wheel contacts and moves on the inner side wall of the left track, the right probe wheel contacts and moves on the inner side wall of the right track, and the pressure sensor detects a first pressure value of the left probe wheel and a second pressure value of the right probe wheel. When the difference between the first pressure value and the second pressure value is greater than a preset pressure value, it indicates that the track center line in front of the running wheel deflects, and the running direction of the running wheel needs to be adjusted.

[0119] At this time, the running direction of the running wheel can be adjusted by comparing the first pressure value and the second pressure value. If the first pressure value is greater than the second pressure value, it indicates that the left pressure is greater than the right pressure, and the track deflects to the right, and the running direction of the running wheel can be adjusted to deflect to the right to maintain the consistent direction of the running wheel and the track. If the first pressure value is less than the second pressure value, it indicates that the left pressure is less than the right pressure, and the track deflects to the left, and the running direction of the running wheel can be adjusted to deflect to the left to maintain the consistent direction of the running wheel and the track.

[0120] In the embodiments of the present application, by detecting the angle difference and the pressure difference value of the track in front in real time, and by the pressure information and the preset pressure threshold, the running wheel can be actively controlled with high precision, the precision of the active steering control can be improved, the wear or deformation of the guide device and the track can be further reduced, and the impact force of the vehicle when turning can be reduced, and the stability and comfort during the turning process can be improved.

[0121] For example, as shown in FIG. 1,Figure 3 and Figure 4 As shown in FIG. 1, the rail vehicle train set can include two rail vehicles provided with detection mechanisms, one of which is a head car and the other is a tail car. In the case where the rail vehicle train set runs in a first direction along the track, the change information of the track direction is detected by the detection mechanism of the head car, and the steering control is performed on each running wheel according to the change information of the track direction; in the case where the rail vehicle train set runs in a second direction along the track, the change information of the track direction is detected by the detection mechanism of the tail car, and the steering control is performed on each running wheel according to the change information of the track direction; wherein the first direction and the second direction are two opposite directions along the track.

[0122] Figure 5 A schematic diagram of a detection system provided by an embodiment of the present application Figure 1 The detection system is applied to a rail vehicle, and the detection system includes at least one controller and at least one detection mechanism. The controller is used to execute the rail vehicle steering control method provided by any embodiment of the present application, and the detection mechanism is the detection mechanism provided by any embodiment of the present application. As shown in FIG. 2, for the head car or the tail car, both include an angle sensor and a pressure sensor, and the controller can be a whole vehicle controller provided with a TCMS. When the steering control is performed based on the detection system, it can include track change detection, active steering control, and active steering execution. Figure 5

[0123] Among them, the track change detection mainly relies on the detection mechanism, including detection mechanical structure (detection rod, cross rod, etc.), detection wheel, pressure sensor and angle sensor, etc. The detection mechanism can be installed in front of the running wheel of the rail vehicle, for example, it can be at a preset position in front of the first row of running wheels in the running direction of the head car. The preset position can be at any position in the projection coverage range of the vehicle body, for example, the detection wheel can be about 2 meters ahead of the first row of running wheels.

[0124] The detection wheel runs in front of the running wheel, and in the process of vehicle running, it can detect a running-angle coordinate in advance. In the process of running, the coordinate value of each pair of running wheels can control the corresponding angle of each pair of running wheels. Through the detection wheel, the angle of the track change can be detected in advance of the running wheel, and the parameters required for real-time steering control can be provided.

[0125] The active steering control can be realized by an active steering control unit, and the active steering control unit includes a TCMS and a motor controller (or a hydraulic pump controller), as shown in FIG. 3. The active steering control unit can control the running angle of the running wheels of multiple bogies such as bogie 1, bogie 2 and bogie 3. The active steering control unit can perform logical judgment according to the parameters provided by the detection mechanism and the feedback of the active steering execution mechanism, output the steering control signal, and perform closed-loop control. Figure 5 ​​

[0126] The feedback of the active steering execution mechanism can be understood as the steering parameter fed back in real time when the steering instruction is executed. For example, the steering instruction indicates that the active steering execution mechanism controls the running wheel to rotate by 30 degrees, and the active steering execution mechanism returns the angle that the running wheel has rotated when the steering instruction is executed, such as a series of feedback information: the current has rotated by 2 degrees, the current has rotated by 4 degrees, the current has rotated by 6 degrees, and the like. After the motor controller (or the hydraulic pump controller) obtains the feedback information, the specific situation that has been executed can be determined.

[0127] The active steering execution can be realized by the active steering execution mechanism. The active steering execution mechanism can receive the instruction control of the active steering control unit and control the steering angle of the running wheel to follow the track curve of the track path. In an ideal case, the angle difference between the axis of the rail vehicle and the axis of the track can be controlled to be 0 degrees, that is, the rail vehicle can be centered along the axis of the track.

[0128] In some cases, when the angle sensor such as a magnetic encoder, an optical encoder or an inclination sensor measures the angle, in addition to high cost, it also depends on the precision of the mechanical structure, the stability of the external conditions such as the environmental temperature, and the stability and firmness of the moving member. Therefore, it is difficult to achieve accurate angle measurement, which may cause a certain deviation in angle acquisition. Although the accuracy of angle acquisition can be ensured within a certain range (for example, >0.5 degrees), it is difficult to ensure absolute accuracy when the angle difference is very small. At the same time, since the relative angle difference changes very little during the track change, in the small angle difference range, a pressure sensor can be used to realize accurate active steering control with high precision. The running angle of the running wheel is adjusted by collecting pressure information through the detection mechanism, so that the pressures of the track side walls borne by the two detection wheels are equal, and the axis of the rail vehicle and the axis of the track are kept consistent as much as possible.

[0129] Figure 6 A schematic diagram of a detection system provided by an embodiment of the present application Figure 2 A pressure sensor is installed on the detection wheel bearing, which can be used to measure the vertical force on the bearing, that is, the interaction force between the detection wheel and the track beam. As shown in Figure 6 The detection wheel bearing pressure and the detection rod inclination angle are input into the TCMS processing steering controller, which can control the running wheel angle to realize active steering control of the rail vehicle based on track change detection, the active steering control unit and the active steering execution mechanism.

[0130] As shown in Figures 3 to 6As shown, when the vehicle changes the direction of travel, i.e. changes from the first direction to the second direction, or changes from the second direction to the first direction, the parameter acquisition source needs to be changed to ensure that the acquired track angle change value is in front of the running wheel, and the running wheel follows the track change of the detection wheel. That is, when the head vehicle travels forward, the parameters of the detection wheel axle pressure sensor 1, the detection wheel axle pressure sensor 2 and the head end angle sensor are acquired; on the contrary, when the tail vehicle travels forward, the parameters of the detection wheel axle pressure sensor 3, the detection wheel axle pressure sensor 4 and the tail end angle sensor are acquired. In order to reduce wear and deformation, the detection wheel can be made of steel, solid rubber or a combination of the two.

[0131] An angle sensor is installed at the connection between the detection mechanism and the track vehicle, which can measure the angle difference between the central axis of the detection mechanism and the central axis of the track vehicle. During travel, the central axis of the detection mechanism is almost consistent with the central axis of the track because the detection wheels on both sides are always in contact with the track beam. The angle difference between the central axis of the track vehicle and the central axis of the detection mechanism is measured, which is the angle difference between the central axis of the track vehicle and the central axis of the track. By controlling the running wheel to rotate the angle difference, the vehicle can travel along the central axis of the track beam. The central axis of the detection mechanism can be understood as the perpendicular bisector of the connecting line of the left and right detection wheels, and the connecting line of the left and right detection wheels is the central axis of the detection mechanism. Figure 3 As an example of the triangular-shaped detection mechanism shown, the central axis of the detection mechanism is also equivalent to the bisector of the included angle of the left and right detection rods.

[0132] For example, the method provided by the embodiment of the application can be applied to a rubber-tyred tram. The running wheel, the detection wheel or the guide wheel can be made of a rubber tire. When the rubber-tyred tram is made of a rubber tire, it has the advantages of low noise, small vibration and small turning radius. However, the rubber tire has the disadvantages of easy wear, poor durability and short tire life. In order to reduce tire wear and improve tire service life, it is necessary to reduce the participation of the passive steering system and reduce the extrusion force and extrusion time between the guide wheel and the track beam. The active steering system can better replace the passive steering system.

[0133] The active steering can better solve the problem of the interaction force of the passive steering system. To realize the active steering of the rail vehicle, the path of the rail vehicle can be simply set in advance, and the active control can be performed according to the preset path. However, due to low positioning accuracy, abnormal swing of a turnout, abnormal conditions of a track, and the like, it is difficult to accurately identify the change information of the track, and the path parameters can be incorrect. Therefore, the embodiments of the present application can detect the change information of the track in advance at a certain distance in front of the running wheel through a detection mechanism of a mechanical component, and record and store the change information. When the running wheel reaches the position, the running angle of the running wheel is controlled to be consistent with the detected track angle, so that the active steering control with high accuracy can be realized. The embodiments of the present application can optimize the guiding function of the running wheel and reduce the wear of the guide wheel.

[0134] For example, for a train group composed of multiple rail vehicles, only the running wheels of all the carriages need to maintain consistency with the track beam trajectory during driving, so that the active steering control of the rail vehicle can be realized. To achieve this goal, the change angle of the track beam needs to be collected, and then the centering control is performed to ensure that the center axis of the whole vehicle is consistent with the center axis of the track beam, and finally the angle of the running wheel is adjusted to realize the centering control.

[0135] The active steering control mechanism of the running wheel can include an electric power steering system, a variable power steering system, a steer-by-wire system, or an electronic servo power steering system, and the like, and the accurate control of the running angle (steering angle) of the running wheel of the rail vehicle can be realized by controlling the electric motor or the hydraulic pump, which will not be described herein. The main description is how to collect the change information of the track and how to realize the consistency of the running angle control of multiple pairs of running wheels.

[0136] In a possible implementation, the steering control of the running wheel according to the change information can be: determining a path point to be passed through by the running wheel according to the change information; and performing the steering control of the running wheel according to the path point to be passed through.

[0137] For example, the running wheels are usually arranged in pairs, and the running wheels on the left and right sides form a pair of running wheels. The path point to be passed through by the running wheel can be understood as a position point to be passed through by the center point of the pair of running wheels. When the center point of the pair of running wheels reaches the position point, the running wheels on both sides of the pair of running wheels also pass through the path point.

[0138] It can be understood that when the control point and the center point of the pair of running wheels are on the center axis of the rail vehicle, the center point of each pair of running wheels will advance along the position points that have been passed through by the control point. Therefore, based on the path point to be passed through, any one or any pair of running wheels can be controlled to follow the track of the detection mechanism to drive, so that the active steering control of the running wheel can be realized efficiently.

[0139] In a possible implementation, when determining the path point to be passed by the walking wheel according to the change information of the walking direction, the following can be performed: determining the position point information currently corresponding to the detection mechanism; and determining the path point to be passed by the walking wheel according to the change information of the walking direction and the position point information.

[0140] For example, during the operation of the track-bound vehicle, the control point of the detection mechanism passes through a position point, and the change information of the walking direction corresponding to the position point is detected. Therefore, the position point and the change information of the walking direction determined at the position point can be associated, and the path point to be passed by the walking wheel can be determined. When the adjacent path points to be passed are connected to form a line, the curve of the track direction can be obtained.

[0141] In a possible implementation, when determining the position point information currently corresponding to the detection mechanism, the following can be performed: determining the position point information currently corresponding to the detection mechanism according to the driving speed and the driving time of the track-bound vehicle.

[0142] For example, the position point information currently corresponding to the detection mechanism can be understood as information representing the position point at the current time at which the control point is located.

[0143] For example, the driving speed and the driving time can be multiplied to calculate the vehicle driving distance of the track-bound vehicle on the track line. The vehicle driving distance can be used as the information representing the position point at the current time at which the control point is located. The vehicle driving distance can be obtained by means of a wheel speed sensor. Based on this, the position point information of the detection mechanism at the current time can be determined quickly and conveniently, and the speed and efficiency of the determination can be improved.

[0144] In a possible implementation, when determining the position point information currently corresponding to the detection mechanism, the following can be performed: determining the position point information currently corresponding to the detection mechanism according to the satellite positioning information of the track-bound vehicle and the position of the detection mechanism in the track-bound vehicle.

[0145] For example, the satellite positioning information can be information representing the position of the vehicle obtained by a satellite positioning system of the track-bound vehicle. Based on the information, the position of the detection mechanism at each time can be determined in combination with the position of the detection mechanism in the track-bound vehicle. The satellite positioning information is relatively convenient to obtain, and therefore the position point information currently corresponding to the detection mechanism can be determined quickly.

[0146] For example, a plurality of continuous path points are represented as: path point 1 (0.1 meters, 0 degrees), path point 2 (0.2 meters, +0.5 degrees), path point 3 (0.3 meters, +1 degree), path point 4 (0.4 meters, +0.5 degrees), path point 5 (0.5 meters, 0 degrees), path point 6 (0.6 meters, -0.5 degrees), path point 7 (0.7 meters, -1 degree), and the like. The positive or negative sign of the angle value can represent the directionality of the included angle, for example, the positive sign represents that the direction of the angle difference is the clockwise direction, and the negative sign represents that the direction of the angle difference is the counterclockwise direction.

[0147] Taking path point 1 as an example, 0.1 meters can represent that the control point is located at a distance of 0.1 meters from the starting position, and the angle difference detected by the detection mechanism at this position is 0 degrees, indicating that the included angle between the track center axis and the rail vehicle center axis at this position is 0 degrees. Taking path point 2 as an example, 0.2 meters can represent that the control point is located at a distance of 0.2 meters from the starting position, and the angle difference detected by the detection mechanism at this position is 0.5 degrees and the track center axis is deviated to the right side of the rail vehicle center axis. Taking path point 7 as an example, 0.7 meters can represent that the control point is located at a distance of 0.7 meters from the starting position, and the angle difference detected by the detection mechanism at this position is 1 degree and the track center axis is deviated to the left side of the rail vehicle center axis.

[0148] Alternatively, after determining the position point information currently corresponding to the detection mechanism, the position point information can also be the difference information between adjacent two position points when establishing the corresponding relationship according to the direction change information and the position point information, for example, the angle that needs to be rotated from the previous position point to the next position point, which can be understood as the incremental angle.

[0149] In a possible implementation, when determining the path point to be passed by the walking wheel according to the direction change information and the position point information, the polar coordinates including the position point information and the incremental angle can be constructed as the path point to be passed by the walking wheel, and the incremental angle is the angle value for controlling the deflection of the walking wheel when traveling from the current position to the next position.

[0150] For example, the incremental angle can be the angle value for controlling the deflection of the walking wheel when traveling from the current position to the next position. The current position and the next position can be any two adjacent positions when the walking wheel travels on the track. The polar coordinates can be coordinates representing the corresponding relationship between the position point information and the incremental angle. Taking the polar coordinates as the path point to be passed by the walking wheel can facilitate the electronic device to quickly and accurately actively steer control one or more walking wheels.

[0151] In a possible implementation, when the path point to be passed through is used as a reference, the steering control of the walking wheels can be performed according to the incremental angle in the polar coordinates corresponding to the path point to be passed through.

[0152] For example, for a walking wheel pair, when the center point of the walking wheel pair reaches a path point, the incremental angle in the polar coordinates of the path point can be used as the value for adjusting the walking angles of the walking wheels of the walking wheel pair.

[0153] A rail vehicle can include two or more walking wheel pairs, and a rail vehicle train group composed of multiple rail vehicles can include more walking wheel pairs. The steering control of the walking wheels according to the incremental angle in the polar coordinates corresponding to the path point to be passed through can be used to realize the consistency of the driving paths of all the walking wheels of the vehicle by controlling the walking wheels to pass through the path points driven by the detection wheels in sequence.

[0154] For example, the central axis of the rail to be driven by the rail vehicle can be regarded as a curve. The curve can be represented by two-dimensional coordinates (X, Y) or polar coordinates (L, α). Each coordinate point has a relative angle difference value with respect to the previous coordinate point, and the angle difference value can be the walking angle that the walking wheel needs to adjust, that is, the incremental angle. The following is described in polar coordinates for ease of description. L represents the length, that is, the driving distance, which can be obtained by a wheel speed sensor or satellite positioning, and α represents the incremental angle, that is, the angle value that the walking wheel needs to rotate when driving from the current position to the next position.

[0155] Taking a three-formation rail vehicle train group as an example, each car has two bogies, each bogie has one walking wheel pair, and a total of six walking wheel pairs and one detection wheel pair. The detection mechanism and the rail vehicle are connected at a control point, and the angle value collected by the angle sensor can also be the angle that the control point needs to rotate.

[0156] Figure 7 Flowchart of the steering control method of the rail vehicle provided in the embodiments of the present application Figure 2 The steering control method can include the following steps: step one, obtaining parameters such as polar coordinates of the control point; step two, controlling the rotation angle of the walking wheels according to the angle difference; and step three, controlling the rotation angle of the walking wheels according to the pressure difference. As shown in Figure 7 After starting, the TCMS collects the angle between the detection wheel and the central axis of the rail vehicle, that is, detects the angle difference, and then obtains the angle information of the detection wheel with respect to the central axis of the rail vehicle.

[0157] Step one, get the control point polar coordinate and other parameters. L is the vehicle driving distance, and a is the rotation angle. In the driving process, the two detection wheels on the left and right sides obtain the coordinates of the control points and their rotation angles (L0, a0, F1, F2) according to the driving speed and the rotation angle. Among them, F1 represents the pressure value of the left detection wheel, and F2 represents the pressure value of the right detection wheel. Each time the vehicle drives to a position point, a coordinate is generated, and thus a data group is formed in the driving process, that is, a curve graph (L[i], a[i], F1[i], F2[i]).

[0158] In the driving process of the running wheels, the midpoint of the six pairs of running wheels corresponds to six driving-angle coordinates. Taking the first pair of running wheels as an example, it follows the driving route (L[i], a[i]), and when the driving mileage reaches the L[i] coordinate point, the running wheel is controlled to rotate by an angle a[i] relative to the vehicle longitudinal axis.

[0159] The angle value is limited within a certain range, and the detection accuracy is limited, and can be further adjusted accurately through the pressure value. Due to the existence of certain errors in the angle measurement accuracy, more serious cumulative errors are caused, and thus the vehicle is seriously deviated from the track center axis. Therefore, when the vehicle center axis is close to the track center axis, for example, when the included angle between the two is less than 0.2 degrees (a preset angle threshold), the pressure values detected by the pressure sensors on both sides of the detection wheel are used as the adjustment variable.

[0160] In the detection process of the detection wheel, the pressure sensor of the detection wheel shaft is collected to record the pressure values on both sides. If the trackless vehicle is currently completely in the center driving, the pressure on both sides of the detection wheel should be equal. When the pressures on both sides are not equal, the angle of the running wheel is adjusted to deviate to the side with smaller pressure. The consistent pressure on both sides of the detection wheel is used as the adjustment target. When the left detection wheel pressure is larger, the running wheel should be adjusted to the right to reduce the left detection wheel pressure; when the right detection wheel pressure is larger, the running wheel should be adjusted to the left to reduce the right detection wheel pressure.

[0161] The execution process may be, for example: in the current calculation period, it is detected that when the pressure on one side is too large, the angle of the running wheel can be controlled to be adjusted in the opposite direction, for example, by 0.1° angle (any preset angle value) in the opposite direction; in the next period, the pressures on both sides are continuously detected, and the angle of the running wheel is continuously adjusted in the opposite direction until the pressures on both sides are close to the stable threshold with a difference of 50kpa (a preset pressure threshold). Then the adjustment can be stopped.

[0162] It can be understood that the above turning control process is to ensure that the running wheels are in the middle of the track beam surface by maintaining the consistency of the angle values and the pressure values, thereby ensuring that the vehicle travels along the track. The angle value measurement is limited by the sensor and mechanical structure, and there is a certain range limit, and the detection accuracy may be poor, which can be accurately adjusted by the pressure value. In the case where the angles on both sides are close, the vehicle is controlled to travel along the track by adjusting the equal pressure.

[0163] In the embodiment, the angle change of the track line is detected in advance, the centering control of the rail vehicle can be realized, and different track change combinations can be adapted. When each pair of running wheels passes through a path point, the running wheels are controlled to rotate an angle value equal to the incremental angle of the polar coordinate, so that the running wheels can travel along the track. In this way, the driving route of the multi-formation carriages can be actively controlled, and the trajectory synchronous control and coordination are consistent.

[0164] In addition, according to the mechanical structure characteristics and the product characteristics of the angle sensor and the pressure sensor, the change of the track line is collected more accurately, and the TCMS has strong storage control function, so that the collected data can be saved, and the driving distance can be calculated according to the vehicle speed, so that complete centering control can be realized.

[0165] In some related technologies, big data, train-ground interconnection and precise map technology are used, and artificial intelligence technology is used to virtually generate a continuous track. Multi-axle or full-wheel active steering technology is used to realize rear wheel tracking, reduce the turning radius, avoid vehicle spin and lane deviation, easily configure two ends or single end driving according to the site conditions, and reduce the difficulty of long formation vehicle including rubber-tyred train control and U-turn. The method generates a continuous track by virtualization, and has a certain error, and the accuracy of active guidance is low. The method provided in the embodiment of the application detects the change information of the track in real time, that is, the track change parameters are collected on site, realizes autonomous guidance based on the track, and establishes a train control point operation curve to control the angle of the running wheels to realize rear wheel tracking.

[0166] In some related technologies, the active guiding module is controlled to provide active steering force to the track vehicle according to a virtual track of the ground, so as to control the train to actively steer along the virtual track. In response to the vehicle entering the first transition section, the active steering force is gradually reduced to control the active guiding module to gradually exit the work; and in response to the vehicle entering the second transition section, the active steering force is gradually increased to control the active guiding module to gradually enter the work. The method controls the active steering through the feedback force borne by the guide wheel, at this time the guide wheel has interaction force with the track beam surface, and the active guiding module can reduce the pressure borne by the guide wheel when it is intervened, but the guide wheel will still be subjected to friction and extrusion before the intervention, so the wear of the guide wheel cannot be greatly reduced, and there is still a certain risk of easy wear of the guide wheel. The method provided in the embodiments of the present application uses a detection mechanism arranged in front of the vehicle to collect the track beam change parameter of the track in advance, and controls the active guiding module in advance, so that the intervention of the guiding device can be better reduced, the guiding effect of the guiding device can be greatly reduced to reduce the wear of the guiding device, and the angle difference and the pressure difference are used for control, which is more stable and reliable.

[0167] The embodiments of the present application also provide a detection mechanism, which is arranged on the track vehicle and located in front of the running wheel of the track vehicle in the running direction, and is used to detect the change information of the track direction during the running of the track vehicle along the track; and the change information of the track direction is used for steering control of the running wheel.

[0168] Optionally, the detection mechanism comprises a detection wheel, and the detection wheel is used to move forward under the guidance of the track; and the change information of the track direction is represented by the state of the detection wheel.

[0169] Optionally, the detection mechanism comprises a left detection wheel and a right detection wheel, the left detection wheel moves forward along the left track, and the right detection wheel moves forward along the right track.

[0170] Optionally, the detection mechanism comprises a left detection rod and a right detection rod, the left detection wheel is connected to the track vehicle through the left detection rod, and the right detection wheel is connected to the track vehicle through the right detection rod.

[0171] Optionally, one end of the left detection rod and one end of the right detection rod are connected to a control point of the track vehicle, and the control point is any point in front of the running wheel in the running direction and on the central axis of the track vehicle.

[0172] Optionally, the detection mechanism comprises a cross rod, and the left detection wheel and the right detection wheel are connected through the cross rod.

[0173] Optionally, the detection mechanism comprises at least one angle sensor, the angle sensor is used to detect the rotation angle of the middle line of the included angle between the left detection rod and the right detection rod, and the rotation angle is used to determine the angle information of the detection wheel relative to the central axis of the track vehicle.

[0174] Optionally, the detection mechanism comprises at least one pressure sensor, the pressure sensor being configured to detect a pressure value of pressure applied to a bearing of the detection wheel, the pressure value being used to determine the pressure information of the detection wheel relative to the track.

[0175] For example, the detection mechanism can be described in the above method embodiments, which will not be repeated here.

[0176] The detection mechanism provided in the embodiment can be used to implement the above method embodiments, and has similar implementation principles and technical effects, which can be described in the above embodiments, and will not be repeated here.

[0177] The present application also provides a rail vehicle comprising at least one detection system as described in the above embodiments. Based on the detection mechanism, the rail vehicle can achieve active steering control in track operation, reducing wear and deformation of the guide device and the track.

[0178] The present application also provides a rail vehicle train set comprising at least one rail vehicle as described in the above embodiments.

[0179] Optionally, the rail vehicle train set comprises two rail vehicles and is respectively used for a head car and a tail car of the rail vehicle train set; in the case that the rail vehicle train set runs in a first direction along the track, the detection mechanism of the head car is used to detect the track direction change information, and the running wheels are controlled to steer according to the track direction change information; in the case that the rail vehicle train set runs in a second direction along the track, the detection mechanism of the tail car is used to detect the track direction change information, and the running wheels are controlled to steer according to the track direction change information; wherein the first direction and the second direction are two opposite directions along the track.

[0180] The rail vehicle train set provided in the embodiment has similar implementation principles and technical effects to the rail vehicle train set in the above embodiments, which can be described in the above embodiments, and will not be repeated here.

[0181] Figure 8 The structure diagram of the steering control device of the rail vehicle provided in the embodiment of the present application, the rail vehicle is provided with a detection mechanism and a running wheel, the detection mechanism is located in front of the running wheel in the running direction, as shown in the figure, the steering control device of the rail vehicle provided in the embodiment comprises: Figure 8

[0182] The detection module 801 is configured to detect the track direction change information through the detection mechanism during the running of the rail vehicle along the track;

[0183] The control module 802 is configured to control the running wheel to steer according to the track direction change information.​

[0184] In a possible implementation, the detection mechanism comprises a detection wheel, the detection wheel being configured to move along the track; the track change information is represented by a state of the detection wheel.

[0185] In a possible implementation, the track change information comprises at least one of the following: angle information of the detection wheel relative to a center axis of the track vehicle; pressure information of the detection wheel relative to the track.

[0186] In a possible implementation, the control module 802 is specifically configured to: if the angle information corresponding to the detection wheel is greater than or equal to a preset angle threshold, adjust a moving direction of the moving wheel.

[0187] In a possible implementation, the control module 802 is specifically configured to: if the angle information corresponding to the detection wheel is less than the preset angle threshold, acquire pressure information corresponding to the detection wheel; and adjust the moving direction of the moving wheel according to the pressure information.

[0188] In a possible implementation, the control module 802 is specifically configured to: if the pressure information is greater than a preset pressure threshold, adjust the moving direction of the moving wheel.

[0189] In a possible implementation, the control module 802 is specifically configured to: determine a path point to be passed through by the moving wheel according to the track change information; and perform steering control on the moving wheel according to the path point to be passed through.

[0190] In a possible implementation, the control module 802 is specifically configured to: determine position point information currently corresponding to the detection mechanism; and determine a path point to be passed through by the moving wheel according to the track change information and the position point information.

[0191] In a possible implementation, the control module 802 is specifically configured to: determine the position point information currently corresponding to the detection mechanism according to a driving speed and a driving time length of the track vehicle.

[0192] In a possible implementation, the control module 802 is specifically configured to: determine the position point information currently corresponding to the detection mechanism according to satellite positioning information of the track vehicle and a position of the detection mechanism in the track vehicle.

[0193] In a possible implementation, the control module 802 is specifically configured to: construct a polar coordinate comprising the position point information and an incremental angle as the path point to be passed through by the moving wheel, the incremental angle being an angle value for controlling deflection of the moving wheel when the moving wheel drives from a current position to a next position.

[0194] In a possible implementation, the control module 802 is specifically configured to perform steering control on the walking wheels according to the incremental angle in the polar coordinates corresponding to the path point to be passed when the walking wheels pass the path point to be passed.

[0195] The rail vehicle steering control device provided by the embodiment can perform the method provided by the method embodiment, and has similar implementation principles and technical effects, which will not be described here.

[0196] Figure 9 The structure schematic diagram of the electronic device provided by the embodiment is shown in FIG. 1. Figure 9 As shown in FIG. 1, the electronic device provided by the embodiment includes at least one processor 901 and a memory 902. Optionally, the device further includes a communication component. The processor 901, the memory 902 and the communication component are connected through a bus.

[0197] In the implementation process, the at least one processor 901 executes the computer execution instructions stored in the memory 902, so that the at least one processor 901 performs the method described above.

[0198] The specific implementation process of the processor 901 can refer to the method embodiments described above, which has similar implementation principles and technical effects, and will not be described here.

[0199] In the above embodiments, it should be understood that the processor can be a central processing unit (CPU), and can also be other general-purpose processors, digital signal processors (DSP), application specific integrated circuits (ASIC) and the like. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor and the like. The steps of the method disclosed in the application can be directly embodied as hardware processor execution, or executed by a combination of hardware and software modules in the processor.

[0200] The memory can include a random access memory (RAM), and can also include a non-volatile memory (NVM), for example, at least one disk memory.

[0201] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc. For the convenience of representation, the bus in the drawings of the present application does not limit to only one bus or one type of bus.

[0202] The present application also provides a computer program product, comprising a computer program, which, when executed by a processor, implements the method described above.

[0203] The present application also provides a computer readable storage medium, which stores computer execution instructions, and when a processor executes the computer execution instructions, the method described above is implemented.

[0204] The readable storage medium described above can be realized by any type of volatile or non-volatile storage device or their combination, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk or optical disk. The readable storage medium can be any available medium that can be accessed by a general or special purpose computer.

[0205] An exemplary readable storage medium is coupled to the processor, so that the processor can read information from the readable storage medium, and can write information to the readable storage medium. Of course, the readable storage medium can also be an integral part of the processor. The processor and the readable storage medium can be located in an application specific integrated circuit (ASIC). Of course, the processor and the readable storage medium can also exist as discrete components in the device.

[0206] The division of units is only a logical functional division, and in actual implementation, there can be another division manner, for example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the units shown or discussed can be indirect coupling or communication connection through some interfaces, devices or units, which can be electrical, mechanical or other forms.

[0207] The units described as separate components may or may not be physically separate, and the components displayed as units may or may not be physical units, i.e., may be located in one place, or may be distributed to multiple network units. Part or all of the units can be selected according to actual needs to achieve the purpose of the embodiment scheme.

[0208] In addition, each functional unit in various embodiments of the application can be integrated into one processing unit, or each unit can exist physically, or two or more units can be integrated into one unit.

[0209] If the function is realized in the form of a software function unit and sold or used as an independent product, it can be stored in a computer readable storage medium. Based on this understanding, the technical solutions of the application essentially or the part that contributes to the prior art or part of the technical solutions can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes a number of instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the various embodiment methods of the application. The aforementioned storage medium includes: a U disk, a mobile hard disk, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), a magnetic disk or an optical disk, and various media that can store program codes.

[0210] Those skilled in the art can understand that all or part of the steps of the above-mentioned method embodiments can be completed by program instruction related hardware. The aforementioned program can be stored in a computer readable storage medium. The program executes to perform the steps of the above-mentioned method embodiments; and the aforementioned storage medium includes: ROM, RAM, magnetic disk or optical disk, and various media that can store program codes.

[0211] Finally, it should be noted that those skilled in the art, after considering the specification and practicing the application disclosed herein, will easily think of other embodiments of the application. The application is intended to cover any variations, uses, or adaptations of the application that follow the general principles of the application and include common knowledge or conventional technical means in the art that are not disclosed by the application, and is not limited to the precise structure described above and shown in the drawings, and various modifications and changes can be made without departing from the scope thereof. The scope of the application is only limited by the appended claims.

Claims

1. A steering control method for a rail vehicle, characterized in that, The rail vehicle runs along a parallel double-track beam track. The rail vehicle is equipped with a detection mechanism and running wheels. The detection mechanism is located in front of the running wheels in the direction of travel. The detection mechanism includes a triangular structure composed of multiple detection wheels and multiple detection rods. The multiple detection wheels include a left detection wheel and a right detection wheel. The left detection wheel moves along the left track, and the right detection wheel moves along the right track. The detection mechanism includes a crossbar, through which the left and right detection wheels are connected. The multiple detection rods of the detection mechanism include a left detection rod and a right detection rod. The left detection wheel... The left detection rod is connected to the rail vehicle, and the right detection wheel is connected to the rail vehicle via the right detection rod. The detection wheel is different from a passively guided wheel. Either detection wheel moves along one side of the track. One end of both the left and right detection rods is connected to the same position on the rail vehicle, and at least one angle sensor is installed at that position. The angle sensor detects the rotation angle of the midline of the included angle between the left and right detection rods. This rotation angle is used to determine the angle information of the detection wheel relative to the centerline of the rail vehicle. The method includes: During the process of the rail vehicle traveling along the track, the detection mechanism detects the trajectory change information of the track, including the angle information of the detection wheel relative to the centerline of the rail vehicle. The steering control of the running wheels is performed based on the change in direction information.

2. The method according to claim 1, characterized in that, The probe wheel is used to move forward under the guidance of the track; the trajectory change information is characterized by the state of the probe wheel.

3. The method according to claim 2, characterized in that, The information regarding the trajectory change includes: The pressure information of the probe wheel relative to the track.

4. The method according to claim 2, characterized in that, The step of controlling the steering of the running wheels based on the direction change information includes: If the angle information corresponding to the detection wheel is greater than or equal to a preset angle threshold, the traveling direction of the traveling wheel is adjusted.

5. The method according to claim 2, characterized in that, The step of controlling the steering of the running wheels based on the direction change information includes: If the angle information corresponding to the detection wheel is less than a preset angle threshold, then the pressure information corresponding to the detection wheel is obtained; The travel direction of the running wheels is adjusted based on the pressure information.

6. The method according to claim 5, characterized in that, Adjusting the travel direction of the running wheels based on the pressure information includes: If the pressure information is greater than the preset pressure threshold, the traveling direction of the traveling wheels is adjusted.

7. The method according to any one of claims 1-6, characterized in that, The step of controlling the steering of the running wheels based on the direction change information includes: Based on the direction change information, the path points to be traversed by the traveling wheel are determined; The steering wheel is controlled according to the path points to be traversed.

8. The method according to claim 7, characterized in that, The step of determining the path points to be traversed by the traveling wheel based on the direction change information includes: Determine the current location information of the detection mechanism; Based on the direction change information and the location information, the path points to be traversed by the traveling wheel are determined.

9. The method according to claim 8, characterized in that, Determining the current location information of the detection mechanism includes: The current location information of the detection mechanism is determined based on the speed and duration of the rail vehicle.

10. The method according to claim 8, characterized in that, Determining the current location information of the detection mechanism includes: Based on the satellite positioning information of the rail vehicle and the position of the detection mechanism within the rail vehicle, the current location information of the detection mechanism is determined.

11. The method according to claim 8, characterized in that, The step of determining the path points to be traversed by the traveling wheel based on the direction change information and the position point information includes: A polar coordinate system, including the location information and the incremental angle, is constructed as the path point to be traversed by the traveling wheel. The incremental angle is the angle value at which the traveling wheel is controlled to deflect when it travels from the current position to the next position.

12. The method according to claim 11, characterized in that, The step of steering the traveling wheels based on the path points to be traversed includes: When the traveling wheel passes the path point to be traversed, the traveling wheel is steered according to the incremental angle in the polar coordinates corresponding to the path point to be traversed.

13. A detection mechanism, characterized in that, The detection mechanism is mounted on a rail vehicle that runs along a parallel double-track beam. The detection mechanism is located in front of the rail vehicle's running wheels in the direction of travel. The detection mechanism comprises a triangular structure consisting of multiple detection wheels and multiple detection rods. The multiple detection wheels include a left detection wheel and a right detection wheel. The left detection wheel moves along the left track, and the right detection wheel moves along the right track. The detection mechanism includes a crossbar, through which the left and right detection wheels are connected. The multiple detection rods of the detection mechanism include a left detection rod and a right detection rod. The left detection wheel is connected to the rail vehicle via the left detection rod, and the right detection wheel is connected to the rail vehicle via the right detection rod. The detection wheels differ from guide wheels used for passive guidance. Each detection wheel travels along one side of the track. One end of both the left and right detection rods is connected to the same position on the rail vehicle, and at least one angle sensor is installed at that position. The angle sensor detects the rotation angle of the centerline of the angle between the left and right detection rods. This rotation angle determines the angle information of the detection wheel relative to the centerline of the rail vehicle. The detection mechanism detects changes in the track's direction as the rail vehicle travels along the track. This change in direction information includes the angle information of the detection wheel relative to the centerline of the rail vehicle. This change in direction information is used to control the steering of the running wheels.

14. The detection mechanism according to claim 13, characterized in that, The probe wheel is used to move forward under the guidance of the track; the trajectory change information is characterized by the state of the probe wheel.

15. The detection mechanism according to claim 13, characterized in that, One end of the left probe and one end of the right probe are both connected to the control point of the rail vehicle. The control point is any point located in front of the running wheel in the direction of travel and on the central axis of the rail vehicle.

16. The detection mechanism according to claim 13, characterized in that, The angle sensor is used to detect the rotation angle of the center line of the angle between the left and right probe rods.

17. The detection mechanism according to claim 14, characterized in that, The detection mechanism includes at least one pressure sensor, which is used to detect the pressure value of the bearing of the detection wheel, and the pressure value is used to determine the pressure information of the detection wheel relative to the track.

18. A detection system, characterized in that, The detection system is applied to a rail vehicle that runs along a parallel double-track beam track. The detection system includes at least one controller and at least one detection mechanism. The controller is used to execute the steering control method of the rail vehicle as described in any one of claims 1-12, and the detection mechanism is the detection mechanism as described in any one of claims 13-17.

19. A rail vehicle, characterized in that, The rail vehicle runs along a parallel double-track beam track, and the rail vehicle includes at least one detection system as described in claim 18.

20. A railcar trainset, characterized in that, The railcar trainset includes at least one railcar as described in claim 19.

21. The railcar trainset according to claim 20, characterized in that, The railcar trainset includes two railcars, which are used as the head car and tail car of the railcar trainset, respectively. When the railcar train is running along the first direction of the track, the detection mechanism of the lead car detects the change in the track's direction and controls the steering of each running wheel according to the change in direction. When the railcar train is running in the second direction of the track, the detection mechanism of the tail car detects the change in the track direction and controls the steering of each running wheel according to the change in the track direction. Wherein, the first direction and the second direction are two opposite directions of travel along the track.

22. A steering control device for a rail vehicle, characterized in that, The rail vehicle runs along a parallel double-track beam track. The rail vehicle is equipped with a detection mechanism and running wheels. The detection mechanism is located in front of the running wheels in the direction of travel. The detection mechanism includes a triangular structure composed of multiple detection wheels and multiple detection rods. The multiple detection wheels include a left detection wheel and a right detection wheel. The left detection wheel moves along the left track, and the right detection wheel moves along the right track. The detection mechanism includes a crossbar, through which the left and right detection wheels are connected. The multiple detection rods of the detection mechanism include a left detection rod and a right detection rod. The left detection wheel... The left detection rod is connected to the rail vehicle, and the right detection wheel is connected to the rail vehicle via the right detection rod. The detection wheel differs from a passively guided wheel; either detection wheel travels along one side of the track. One end of both the left and right detection rods is connected to the same position on the rail vehicle, and at least one angle sensor is installed at that position. The angle sensor detects the rotation angle of the midline of the included angle between the left and right detection rods. This rotation angle determines the angle information of the detection wheel relative to the centerline of the rail vehicle. The device includes: The detection module is used to detect the trajectory change information of the track through the detection mechanism during the process of the rail vehicle traveling along the track. The trajectory change information includes the angle information of the detection wheel relative to the centerline of the rail vehicle. The control module is used to control the steering of the running wheels based on the direction change information.

23. An electronic device, characterized in that, include: Memory and processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory, causing the processor to perform the steering control method as described in any one of claims 1-12.

24. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the steering control method as described in any one of claims 1-12.

25. A computer program product, characterized in that, It includes a computer program that, when executed by a processor, implements the steering control method as described in any one of claims 1-12.

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