Device and method for detecting moving posture of rail transit vehicle

Abstract

The invention relates to the technical field of posture detection, in particular to a device and method for detecting the moving posture of a rail transit vehicle, and the device comprises a mounting plate, a front-back posture detector, and a left-right posture detector. The mounting plate comprises a mounting plate body, a rotary supporting table, an adjusting handle, a gear, a damping ring and a gradienter, the rotary supporting table is provided with an outer ring rack and rotationally arranged on the mounting plate body, the gear is rotationally arranged on the mounting plate body and meshed with the outer ring rack, the adjusting handle is connected with the gear, the damping ring is arranged on one side of the rotary supporting table, and the gradienter is arranged on the damping ring. The gradienter is arranged on the mounting plate body; the front-back posture detector is arranged on the rotating supporting table, and the left-right posture detector is arranged on the front-back posture detector. Therefore, the position of the detection device can be conveniently adjusted to improve the measurement accuracy.

Description

Technical Field

[0001] The present invention relates to the technical field of attitude detection, and in particular to a device and method for detecting the motion attitude of rail transit vehicles. Background Art

[0002] The detection of the motion attitude of rail transit vehicles refers to the real-time monitoring and analysis of key parameters such as the position, speed, acceleration, and tilt angle of the vehicle during operation through a series of sensors and advanced algorithms. This technology is crucial for ensuring the safety, stability, and comfort of train operation. By accurately detecting the motion attitude of the vehicle, potential safety hazards such as track deviation, abnormal vibration, or vehicle body tilt can be discovered and warned in a timely manner, so as to take corresponding measures to avoid accidents.

[0003] The existing detection devices for the motion attitude of rail transit vehicles are directly installed on the vehicle, and it is impossible to ensure that they are in a horizontal state when installed on the vehicle, which is likely to cause measurement errors and reduce the measurement accuracy. Summary of the Invention

[0004] The purpose of the present invention is to provide a device and method for detecting the motion attitude of rail transit vehicles, aiming to conveniently adjust the position of the detection device to improve the measurement accuracy.

[0005] To achieve the above purpose, in the first aspect, the present invention provides a device for detecting the motion attitude of rail transit vehicles, including a mounting plate, a front-back attitude detector, and a left-right attitude detector; The mounting plate includes a mounting plate body, a rotating support platform, an adjusting handle, a gear, a damping ring, and a level. The rotating support platform has an outer ring rack, the rotating support platform is rotatably arranged on the mounting plate body, the gear is rotatably arranged on the mounting plate body and meshes with the outer ring rack, the adjusting handle is connected to the gear, the damping ring is arranged on one side of the rotating support platform, and the level is arranged on the mounting plate body; The front-back attitude detector is arranged on the rotating support platform, and the left-right attitude detector is arranged on the front-back attitude detector.

[0006] Among them, the damping ring includes two damping ring bodies, a clamping screw, and two anti-slip pads. The two damping ring bodies are slidably arranged on the mounting plate body and are located on both sides of the rotating support platform. The clamping screw has two sections of opposite threads, the clamping screw is threadedly connected to the two damping ring bodies, and the anti-slip pad is arranged on one side of the damping ring body.

[0007] Among them, the front and rear attitude detector includes a sliding sleeve, a support plate, a support spring and a pressure sensor. The sliding sleeve has a cavity, and the sliding sleeve is slidably arranged on the rotating support platform. The support plate is slidably arranged on one side of the sliding sleeve. The support spring is arranged on one side of the support plate for supporting the support plate. The pressure sensor is arranged on one side of the support spring.

[0008] Among them, the front and rear attitude detector further includes a dust-proof sheath and a connecting ring. The dust-proof sheath is arranged on the outer side of the sliding sleeve. The connecting ring is fixed to the rotating support platform and connected to the dust-proof sheath.

[0009] Among them, the left and right attitude detector includes a sphere, two sliding plates, two connecting rods, two air chambers and two air pressure sensors. The sphere is slidably arranged in the cavity of the sliding sleeve. The two sliding plates are slidably arranged on both sides of the sphere. The two connecting rods are respectively connected to the two sliding plates and respectively connected to the two air chambers. The two air pressure sensors are respectively arranged on the two air chambers.

[0010] Among them, the sliding plate includes a sliding plate body, a guide rod and a plurality of rolling balls. The guide rod is fixedly connected to the sliding plate body and is located in the guide groove in the sliding sleeve. The plurality of rolling balls are arranged between the guide rod and the guide groove.

[0011] Among them, the air chamber includes an air chamber body, a connecting plate, a flexible connecting belt, an inflation valve and a pressure regulator. The air chamber body is fixed on one side of the sliding sleeve. The connecting plate closes the air chamber body through the flexible connecting belt. The connecting rod is connected to the connecting plate. The inflation valve is communicated with the air chamber body. The pressure regulator is communicated with the inflation valve.

[0012] Among them, the pressure regulator includes a vehicle speed acquisition unit, a target air pressure acquisition unit and an air pressure adjustment unit; The vehicle speed acquisition unit is used to acquire the moving speed of the rail transit vehicle; The target air pressure acquisition unit is used to look up the table based on the moving speed to obtain the target air pressure adopted by the corresponding air chamber; The air pressure adjustment unit is used to adjust the inflation valve based on the difference between the current air pressure value obtained by the air pressure sensor and the target air pressure.

[0013] Among them, the air chamber further includes an alarm unit, and the alarm unit is used to issue an alarm when the air pressure value is lower than a preset value.

[0014] In a second aspect, the present invention further provides a method for detecting the motion attitude of a rail transit vehicle, including installing the detection device at a specified position of the rail transit vehicle; When the vehicle runs on the track, it will cause longitudinal changes in the car body. At this time, the sliding sleeves in the front and rear attitude detectors will generate relative displacements with the changes in the car body attitude, pushing the support plate to compress or stretch the support spring, resulting in changes in the pressure received by the pressure sensor to obtain the longitudinal air pressure change value; When the vehicle passes through a curve or rolls due to track irregularities, the spheres in the left and right attitude detectors will shift to the lower side due to the action of gravity, thereby driving the sliding plates on both sides to slide along the guide grooves. The movement of the sliding plates pushes the connecting plate in the air chamber through the connecting rod, changing the volume of the gas inside the air chamber and causing air pressure changes to obtain the lateral air pressure change value; The air pressure regulator looks up the corresponding target air pressure value according to the real-time speed information provided by the vehicle speed acquisition unit, and compares it with the actual air pressure measured by the current air pressure sensor. It controls the inflation valve to perform inflation or exhaust operations through the air pressure adjustment unit, so that the air chamber always maintains within the optimal working air pressure range.

[0015] A detection device and method for the motion attitude of a rail transit vehicle according to the present invention, the mounting plate is used to support and fix the entire detection device, and ensure its stability and adjustability; the front and rear attitude detectors are used to detect the attitude changes of the vehicle in the longitudinal direction (i.e., the driving direction); while the left and right attitude detectors are used to detect the attitude changes of the vehicle in the lateral direction, such as the roll angle. The mounting plate body serves as the basic structure of the entire device, used to carry other components and achieve connection and fixation with the car body. The rotating support platform is arranged on the mounting plate body and can be rotated and adjusted within a certain range, so that the device can be leveled. An outer ring rack is provided on the outer edge of the rotating support platform, and the gear installed on the mounting plate body is matched with it. The gear meshes with the outer ring rack, and the angle of the rotating support platform can be precisely adjusted by driving the gear to rotate by rotating the adjustment handle. The adjustment handle is directly connected to the gear. The operator can manually rotate the adjustment handle to control the rotation of the gear, thereby driving the rotating support platform to adjust the angle. The operation is simple and the adjustment accuracy is high. The damping ring is arranged on one side of the rotating support platform, used to provide appropriate rotational resistance to prevent angle deviation caused by vibration or external interference, and ensure the stability of the device during the detection process. The level gauge is embedded or fixed on the mounting plate body, used to assist in judging whether the mounting plate is in a horizontal state, and ensure the accuracy of the detection data. The front and rear attitude detectors are installed on the rotating support platform to realize the dynamic detection of the vehicle's front and rear direction attitudes. The left and right attitude detectors are further arranged above the front and rear attitude detectors, and can independently detect the lateral attitude changes of the vehicle on the basis of the front and rear attitudes. Thus, the dynamic detection of the attitude can be carried out more accurately, and the detection accuracy can be improved. Description of the Drawings

[0016] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the accompanying drawings required for the description of the embodiments or the prior art. Obviously, the accompanying drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other accompanying drawings can be obtained based on these drawings.

[0017] Figure 1 It is a structural diagram of a detection device for the motion posture of a rail transit vehicle of the present invention.

[0018] Figure 2 It is a right-side structural diagram of a detection device for the motion posture of a rail transit vehicle of the present invention.

[0019] Figure 3 It is a first sectional structural diagram of a detection device for the motion posture of a rail transit vehicle of the present invention.

[0020] Figure 4 It is a second sectional structural diagram of a detection device for the motion posture of a rail transit vehicle of the present invention.

[0021] Figure 5 It is a side view of a detection device for the motion posture of a rail transit vehicle of the present invention.

[0022] Figure 6 It is a third sectional structural diagram of a detection device for the motion posture of a rail transit vehicle of the present invention.

[0023] Mounting plate body 104, rotating support platform 105, adjusting handle 106, gear 107, damping ring 108, spirit level 109, outer ring rack 110, damping ring body 111, clamping screw 112, anti-slip pad 113, sliding sleeve 114, support plate 115, support spring 116, pressure sensor 117, dust-proof sheath 118, connecting ring 119, sphere 120, sliding plate 121, connecting rod 122, air chamber 123, air pressure sensor 124, sliding plate body 125, guide rod 126, ball 127, air chamber body 128, connecting plate 129, flexible connection belt 130, inflation valve 131, air pressure regulator 132, vehicle speed acquisition unit 133, target air pressure acquisition unit 134, air pressure adjustment unit 135, alarm unit 136. Detailed implementation manners

[0024] The following will describe in detail the embodiments of the present invention. The examples of the embodiments are shown in the accompanying drawings, where the same or similar reference numerals represent the same or similar elements or elements with the same or similar functions throughout. The embodiments described below by referring to the accompanying drawings are exemplary and are intended to explain the present invention, and should not be construed as a limitation to the present invention.

[0025] In the description of the present invention, it should be understood that the orientation or positional relationships indicated by the terms "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. are based on the orientation or positional relationships shown in the drawings. These are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation on the present invention. In addition, in the description of the present invention, the meaning of "a plurality of" is two or more, unless otherwise specifically defined.

[0026] First Embodiment Please refer to Figures 1 to 6 , the present invention provides a detection device for the motion posture of a rail transit vehicle, including a mounting plate, a front-rear posture detector, and a left-right posture detector; the mounting plate includes a mounting plate body 104, a rotating support platform 105, an adjusting handle 106, a gear 107, a damping ring 108, and a level 109. The rotating support platform 105 has an outer ring rack 110. The rotating support platform 105 is rotatably arranged on the mounting plate body 104. The gear 107 is rotatably arranged on the mounting plate body 104 and meshes with the outer ring rack 110. The adjusting handle 106 is connected to the gear 107. The damping ring 108 is arranged on one side of the rotating support platform 105. The level 109 is arranged on the mounting plate body 104. The front-rear posture detector is arranged on the rotating support platform 105, and the left-right posture detector is arranged on the front-rear posture detector.

[0027] In this embodiment, the mounting plate is used to support and fix the entire detection device, and ensure its stability and adjustability; the front and rear attitude detector is used to detect the attitude change of the vehicle in the longitudinal direction (i.e., the driving direction); while the left and right attitude detector is used to detect the attitude change of the vehicle in the lateral direction, such as the roll angle. The mounting plate body 104 serves as the basic structure of the entire device, which is used to carry other components and realize the connection and fixation with the vehicle body. The rotating support platform 105 is arranged on the mounting plate body 104 and can be rotated and adjusted within a certain range so that the device can be leveled. An outer ring rack 110 is provided on the outer edge of the rotating support platform 105, and a gear 107 mounted on the mounting plate body 104 is engaged with it. The gear 107 meshes with the outer ring rack 110. By rotating the adjustment handle 106 to drive the gear 107 to rotate, the angle of the rotating support platform 105 can be accurately adjusted. The adjustment handle 106 is directly connected to the gear 107. The operator can manually rotate the adjustment handle 106 to control the rotation of the gear 107, and then drive the rotating support platform 105 to adjust the angle. The operation is simple and the adjustment accuracy is high. The damping ring 108 is arranged on one side of the rotating support platform 105, which is used to provide appropriate rotational resistance to prevent angle deviation caused by vibration or external interference, and ensure the stability of the device during the detection process. The level gauge 109 is embedded or fixed on the mounting plate body 104, which is used to assist in judging whether the mounting plate is in a horizontal state and ensure the accuracy of the detection data. The front and rear attitude detector is installed on the rotating support platform 105 to realize the dynamic detection of the vehicle's attitude in the front and rear directions. The left and right attitude detector is further arranged above the front and rear attitude detector, which can independently detect the attitude change of the vehicle in the lateral direction on the basis of the front and rear attitude. Thus, the dynamic detection of the attitude can be carried out more accurately, and the detection accuracy can be improved.

[0028] The damping ring 108 includes two damping ring bodies 111, a clamping screw 112 and two anti-slip pads 113. The two damping ring bodies 111 are slidably arranged on the mounting plate body 104 and are located on both sides of the rotating support platform 105. The clamping screw 112 has two sections of opposite threads. The clamping screw 112 is threadedly connected to the two damping ring bodies 111. The anti-slip pad 113 is arranged on one side of the damping ring body 111.

[0029] The damping ring 108 is an auxiliary structure for adjusting the rotational resistance of the rotating support platform 105. Its function is to prevent the rotating support platform 105 from deflecting non-artificially controlled due to vibration or external force during the detection process by applying appropriate friction force, thereby improving the stability of the device and the accuracy of the detection result. The damping ring 108 includes two symmetrically arranged damping ring bodies 111, a clamping screw 112 and two anti-slip pads 113.

[0030] The two damping ring bodies 111 are made of materials with a high coefficient of friction, such as rubber or engineering plastics, and can be in close contact with the side surface of the rotating support table 105 to produce sufficient damping effect. They are arranged on the mounting plate body 104 in a sliding fit manner and are respectively located on both sides of the rotating support table 105, forming a symmetrical clamping structure.

[0031] The clamping screw 112 passes through between the two damping ring bodies 111 and is threadedly connected thereto. The clamping screw 112 has two threads with opposite helix directions, that is, one end is a right-handed thread and the other end is a left-handed thread, which are respectively connected to the damping ring bodies 111 on the left and right sides in a matching manner. When the operator rotates the clamping screw 112, the two damping ring bodies 111 will move closer to or away from each other synchronously, so as to realize the precise adjustment of the clamping force on the rotating support table 105.

[0032] On the side of each damping ring body 111 facing the rotating support table 105, an anti-slip pad 113 is provided. The anti-slip pad 113 is made of a flexible wear-resistant material and has good friction performance and buffering performance. Its main function is to form a reliable friction contact surface between the damping ring body 111 and the rotating support table 105 to prevent slipping, and at the same time, it can also reduce the wear on the surface of the rotating support table 105 and extend the service life of the equipment.

[0033] The front and rear attitude detector includes a sliding sleeve 114, a support plate 115, a support spring 116 and a pressure sensor 117. The sliding sleeve 114 has a cavity. The sliding sleeve 114 is slidably arranged on the rotating support table 105. The support plate 115 is slidably arranged on one side of the sliding sleeve 114. The support spring 116 is arranged on one side of the support plate 115 for supporting the support plate 115. The pressure sensor 117 is arranged on one side of the support spring 116.

[0034] The sliding sleeve 114 is internally provided with a hollow cavity structure and is slidably fitted and installed with the rotating support table 105 on the outside. The sliding sleeve 114 can slide back and forth on the rotating support table 105, so as to quickly respond to the longitudinal attitude changes caused by acceleration and deceleration during the vehicle's driving process.

[0035] On one side of the sliding sleeve 114, there is a support plate 115 which is also embedded in the sliding sleeve 114 or on its side by means of sliding fit and can move axially within a certain range. On the other side of the support plate 115, there is a support spring 116. As an elastic reset element, one end of this spring is fixed to the sliding sleeve 114 or the detector body, and the other end is connected to the support plate 115. The pressure sensor 117 is arranged on one side of the support spring 116 and is used to detect the pressure change received by the support plate 115 in real time. When the vehicle makes a pitching motion, the sliding sleeve 114 will generate a relative displacement with the change of the vehicle attitude, and then push the support plate 115 to compress or stretch the support spring 116, causing a change in the pressure received by the pressure sensor 117. By collecting and analyzing the signal output by the pressure sensor 117, the current longitudinal attitude of the vehicle and its change trend can be inversely calculated to achieve accurate attitude monitoring.

[0036] The front and rear attitude detector further includes a dust-proof sheath 118 and a connecting ring 119. The dust-proof sheath 118 is arranged on the outside of the sliding sleeve 114, and the connecting ring 119 is fixed to the rotating support platform 105 and connected to the dust-proof sheath 118.

[0037] To improve the environmental adaptability and service life of the detector, the front and rear attitude detector further includes a dust-proof sheath 118 and a connecting ring 119. The dust-proof sheath 118 is sleeved on the outside of the sliding sleeve 114 and is made of flexible weather-resistant materials such as silicone or rubber, which has good sealing performance and anti-aging performance and can effectively prevent dust, rainwater or other impurities from entering the inside of the sliding sleeve 114, avoiding affecting its sliding performance and the measurement accuracy of the sensor.

[0038] The connecting ring 119 is used to realize the fixed connection between the dust-proof sheath 118 and the rotating support platform 105. One end of this connecting ring 119 is fixedly connected to the rotating support platform 105, and the other end is closely connected to the top or middle of the dust-proof sheath 118 to form a stable sealing structure.

[0039] The left and right attitude detector includes a sphere 120, two sliding plates 121, two connecting rods 122, two air chambers 123 and two air pressure sensors 124. The sphere 120 is slidably arranged in the cavity of the sliding sleeve 114. The two sliding plates 121 are slidably arranged on both sides of the sphere 120. The two connecting rods 122 are respectively connected to the two sliding plates 121 and are respectively connected to the two air chambers 123. The two air pressure sensors 124 are respectively arranged on the two air chambers 123.

[0040] The sphere 120 is a free - moving component with a certain mass, preferably made of metal or engineering plastic with uniform density, smooth surface and good wear - resistance. The sphere 120 is slidably arranged inside the cavity of the sliding sleeve 114 in the front - rear attitude detector and can move freely in the cavity in the transverse direction. When the vehicle tilts left and right, due to the action of gravity, the sphere 120 will shift to the lower side, thereby triggering a corresponding displacement change of the connected sliding plate 121.

[0041] Each sliding plate 121 is located on the left and right sides of the sphere 120 respectively, showing a symmetrical distribution, and maintaining a certain contact pressure with the sphere 120 to ensure that the movement of the sphere 120 can effectively drive the sliding plate 121 to move synchronously. Two connecting rods 122 are respectively connected to the sliding plates 121 on the left and right sides and extend into the corresponding air chambers 123. The end of each connecting rod 122 is connected to the sealing piston in the air chamber 123. When the sliding plate 121 displaces due to the movement of the sphere 120, the connecting rod 122 will push the piston to compress the gas volume in the air chamber 123, resulting in a change in the internal air pressure of the air chamber 123. This change in air pressure is collected in real - time by the air - pressure sensor 124 installed on the air chamber 123 and converted into an electrical signal for output, and then the current lateral tilt angle of the vehicle is inversely calculated.

[0042] The air chamber 123 is of a closed structure, filled with inert gas or air inside, having good airtightness and stability; the air - pressure sensor 124 is a high - precision and high - stability micro - pressure sensing element, featuring fast response and strong anti - interference ability, capable of accurately capturing minute pressure fluctuations, thereby realizing the precise measurement of the lateral attitude change of the vehicle.

[0043] The sliding plate 121 includes a sliding - plate body 125, a guide rod 126 and a plurality of balls 127. The guide rod 126 is fixedly connected to the sliding - plate body 125 and is located in the guide groove inside the sliding sleeve 114, and a plurality of the balls 127 are arranged between the guide rod 126 and the guide groove.

[0044] The sliding - plate body 125 serves as a load - bearing structural member and is fixedly connected to the connecting rod 122; the guide rod 126 is fixedly installed on one side of the sliding - plate body 125 and extends into the guide groove inside the sliding sleeve 114, used to guide the sliding plate 121 to slide linearly along a predetermined trajectory and prevent it from deflecting or jamming. A plurality of balls 127 are embedded between the guide rod 126 and the guide groove, playing a role of rolling support, greatly reducing the frictional resistance during the sliding process and improving the smoothness and response speed of the sliding.

[0045] The air chamber 123 includes an air chamber body 128, a connecting plate 129, a flexible connecting band 130, an inflation valve 131, and a pressure regulator 132. The air chamber body 128 is fixed to one side of the sliding sleeve 114. The connecting plate 129 closes the air chamber body 128 through the flexible connecting band 130. The connecting rod 122 is connected to the connecting plate 129. The inflation valve 131 is communicated with the air chamber body 128. The pressure regulator 132 is communicated with the inflation valve 131.

[0046] The air chamber body 128 is a sealed container, usually made of high-strength metal or pressure-resistant engineering plastic, with good airtightness and anti-fatigue performance, and can withstand repeated pressure changes without deformation or leakage. The air chamber body 128 is fixedly installed on one side of the sliding sleeve 114, with a reasonable position, facilitating the cooperation with the connecting rod 122 and other components.

[0047] The connecting plate 129 closes one end of the air chamber body 128 through the flexible connecting band 130, forming a relatively movable sealing structure. The flexible connecting band 130 is made of high-elasticity and anti-aging materials (such as rubber or silica gel composite film), with good stretchability and sealing performance, and can maintain the internal airtight state of the air chamber 123 when the connecting plate 129 moves with the connecting rod 122, while allowing a certain range of displacement changes. One end of the connecting rod 122 is connected to the sliding plate 121, and the other end is fixed to the connecting plate 129. When the sliding plate 121 generates a lateral displacement due to the offset of the sphere 120, the connecting plate 129 will accordingly push the piston-type structure to compress or stretch the gas volume in the air chamber 123, thereby causing a pressure change.

[0048] In order to realize the setting and dynamic adjustment of the initial air pressure inside the air chamber 123, the air chamber 123 further includes an inflation valve 131 and a pressure regulator 132. The inflation valve 131 is arranged on the air chamber body 128 and is communicated with its interior, and is used to inject gas into the air chamber 123 or release excess gas to adjust the internal air pressure to the required level. The pressure regulator 132 is connected to the inflation valve 131 to form a closed-loop control system, which can automatically adjust the air pressure value inside the air chamber 123 according to the real-time operating conditions to keep it always within the optimal working range.

[0049] The pressure regulator 132 includes a vehicle speed acquisition unit 133, a target air pressure acquisition unit 134, and a pressure adjustment unit 135. The vehicle speed acquisition unit 133 is used to acquire the moving speed of the rail transit vehicle. The target air pressure acquisition unit 134 is used to look up the table based on the moving speed to acquire the corresponding target air pressure adopted by the air chamber 123. The pressure adjustment unit 135 is used to adjust the inflation valve 131 based on the difference between the current air pressure value obtained by the pressure sensor 124 and the target air pressure.

[0050] The vehicle speed acquisition unit 133 is used to acquire the current driving speed information of the rail transit vehicle in real time. This information can be obtained through the train control system or on-vehicle sensors, serving as an important reference basis for subsequent air pressure regulation. The target air pressure acquisition unit 134 looks up the table based on the vehicle speed to obtain the target air pressure value that the air chamber 123 should maintain. Since the vehicle has higher sensitivity requirements for attitude detection during high-speed operation, a higher initial air pressure is required to improve the response speed; while in the low-speed or stationary state, the air pressure can be appropriately reduced to reduce energy consumption and avoid misoperation. This unit performs matching queries through a preset speed-air pressure comparison table and outputs the corresponding target air pressure value. The air pressure adjustment unit 135 controls the opening and closing of the inflation valve 131 according to the difference between the current air pressure value collected by the air pressure sensor 124 and the target air pressure, realizing the automatic adjustment of the internal air pressure of the air chamber 123. If the current air pressure is lower than the target value, the inflation operation is started; if it is higher than the target value, appropriate exhaust is carried out to ensure that the system is always in the optimal working state.

[0051] The air chamber 123 further includes an alarm unit 136, and the alarm unit 136 is used to issue an alarm when the air pressure value is lower than a preset value.

[0052] The alarm unit 136 continuously monitors the air pressure value inside the air chamber 123 and triggers an alarm signal when the air pressure is lower than the preset safety threshold, reminding the maintenance personnel to check in time for air leakage, sensor failure or other abnormal conditions, and preventing attitude detection errors or even system failures caused by insufficient air pressure.

[0053] In summary, the air chamber 123 not only serves as a key pressure sensing element in the left and right attitude detectors, but also integrates intelligent regulation and safety warning functions, significantly improving the adaptability, stability and intelligent level of the detection device. Through the closed-loop control mechanism of the air pressure regulator 132, the detection system can always maintain good response characteristics and measurement accuracy under different vehicle speeds and operating environments, providing a more reliable and accurate lateral attitude monitoring guarantee for the rail transit vehicle.

[0054] Second Embodiment The present invention also provides a method for detecting the motion attitude of a rail transit vehicle, using the above-mentioned detection device for the motion attitude of a rail transit vehicle.

[0055] First, install the detection device at a designated position on the rail transit vehicle (such as the bottom of the car body or the bogie connection part), ensuring its firm connection to the car body and in a horizontal state. Drive the gear 107 to rotate by adjusting the adjusting handle 106 on the mounting plate, thereby driving the rotating support platform 105 to adjust to the horizontal position, and use the level gauge 109 on the mounting plate body 104 to assist in confirming whether the device is in an ideal horizontal reference state. At the same time, set the initial air pressure value of the air chamber 123 according to the vehicle operation parameters, and complete the inflation and pressure setting through the air pressure regulator 132.

[0056] When the vehicle is running on the track, if situations such as acceleration, deceleration, or going uphill and downhill occur, it will cause longitudinal changes in the car body. At this time, the sliding sleeve 114 in the front and rear attitude detectors will generate relative displacement with the change of the car body attitude, pushing the support plate 115 to compress or stretch the support spring 116, resulting in a change in the pressure received by the pressure sensor 117. By collecting the longitudinal air pressure change value output by the pressure sensor 117 and combining it with the preset calibration curve, the longitudinal pitch angle of the current vehicle can be calculated.

[0057] In addition, the design of the dust-proof sheath 118 and the connecting ring 119 effectively prevents the influence of the external environment on the sliding parts, improving the stability and reliability of the measurement data.

[0058] When the vehicle passes through a curve or rolls due to track irregularities, the spheres 120 in the left and right attitude detectors will shift to the lower side due to the action of gravity, thereby driving the sliding plates 121 on both sides to slide along the guide grooves. The movement of the sliding plate 121 pushes the connecting plate 129 in the air chamber 123 through the connecting rod 122, changing the internal gas volume of the air chamber 123 and causing a change in air pressure. Two air pressure sensors 124 respectively collect the lateral air pressure change values in the left and right air chambers 123, and transmit the difference signal to the control system for judging the current lateral tilt angle of the vehicle.

[0059] In this process, the ball 127 structure reduces the sliding friction resistance and improves the sliding response speed; the flexible connecting belt 130 ensures the airtightness of the air chamber 123 while allowing a certain range of deformation, enhancing the adaptability of the system.

[0060] To ensure that the detection accuracy is not affected by the vehicle speed change, the air pressure regulator 132 obtains the real-time speed information provided by the vehicle speed acquisition unit 133, looks up the corresponding target air pressure value in the table, and compares it with the actual air pressure measured by the current air pressure sensor 124. The air charging valve 131 is controlled by the air pressure adjustment unit 135 to perform inflation or exhaust operations, so that the air chamber 123 always maintains within the optimal working air pressure range.

[0061] This closed-loop air pressure regulation mechanism can effectively avoid misjudgment caused by air pressure fluctuations, and improve the stability and consistency of the system under different operating conditions.

[0062] The system continuously monitors the air pressure state in the air cavity 123. Once it is found that the air pressure value is lower than the set safety threshold, the alarm unit 136 immediately sends out an alarm signal to prompt the maintenance personnel to conduct inspections and handling, preventing the distortion of attitude detection caused by problems such as air leakage and sensor failure, and ensuring the safe operation of the train.

[0063] The above-disclosed is only a preferred embodiment of the present invention. Of course, the scope of rights of the present invention cannot be limited thereby. Those of ordinary skill in the art can understand all or part of the processes of implementing the above embodiments, and the equivalent changes made according to the claims of the present invention still fall within the scope covered by the invention.

Claims

1. A detection device for the motion posture of a rail transit vehicle, characterized in that it includes a mounting plate, a front-back posture detector, and a left-right posture detector; the mounting plate includes a mounting plate body, a rotating support platform, an adjusting handle, a gear, a damping ring, and a level. The rotating support platform has an outer ring rack. The rotating support platform is rotatably arranged on the mounting plate body. The gear is rotatably arranged on the mounting plate body and meshes with the outer ring rack. The adjusting handle is connected to the gear. The damping ring is arranged on one side of the rotating support platform. The level is arranged on the mounting plate body; the front-back posture detector is arranged on the rotating support platform, and the left-right posture detector is arranged on the front-back posture detector.

2. The detection device for the motion posture of a rail transit vehicle according to claim 1, characterized in that the damping ring includes two damping ring bodies, a clamping screw, and two anti-slip pads. The two damping ring bodies are slidably arranged on the mounting plate body and are located on both sides of the rotating support platform. The clamping screw has two sections of opposite threads. The clamping screw is threadedly connected to the two damping ring bodies. The anti-slip pad is arranged on one side of the damping ring body.

3. The detection device for the motion posture of a rail transit vehicle according to claim 2, characterized in that the front-back posture detector includes a sliding sleeve, a support plate, a support spring, and a pressure sensor. The sliding sleeve has a cavity. The sliding sleeve is slidably arranged on the rotating support platform. The support plate is slidably arranged on one side of the sliding sleeve. The support spring is arranged on one side of the support plate to support the support plate. The pressure sensor is arranged on one side of the support spring.

4. The detection device for the motion posture of a rail transit vehicle according to claim 3, characterized in that the front-back posture detector further includes a dust-proof sheath and a connecting ring. The dust-proof sheath is arranged on the outer side of the sliding sleeve. The connecting ring is fixed to the rotating support platform and is connected to the dust-proof sheath.

5. The detection device for the motion posture of a rail transit vehicle according to claim 4, characterized in that the left-right posture detector includes a sphere, two sliding plates, two connecting rods, two air chambers, and two air pressure sensors. The sphere is slidably arranged in the cavity of the sliding sleeve. The two sliding plates are slidably arranged on both sides of the sphere. The two connecting rods are respectively connected to the two sliding plates and are respectively connected to the two air chambers. The two air pressure sensors are respectively arranged on the two air chambers.

6. The detection device for the motion posture of a rail transit vehicle according to claim 5, characterized in that the sliding plate includes a sliding plate body, a guide rod, and a plurality of balls. The guide rod is fixedly connected to the sliding plate body and is located in the guide groove in the sliding sleeve. The plurality of balls are arranged between the guide rod and the guide groove.

7. The detection device for the motion posture of a rail transit vehicle according to claim 6, characterized in that The air chamber includes an air chamber body, a connecting plate, a flexible connection band, an inflation valve, and a pressure regulator. The air chamber body is fixed to one side of the sliding sleeve. The connecting plate closes the air chamber body through the flexible connection band. The connecting rod is connected to the connecting plate. The inflation valve is communicated with the air chamber body. The pressure regulator is communicated with the inflation valve.

8. The detection device for the motion posture of a rail transit vehicle according to claim 7, wherein the pressure regulator includes a vehicle speed acquisition unit, a target pressure acquisition unit, and a pressure adjustment unit; the vehicle speed acquisition unit is configured to acquire the moving speed of the rail transit vehicle; the target pressure acquisition unit is configured to look up a table based on the moving speed to acquire the target pressure adopted by the corresponding air chamber; the pressure adjustment unit is configured to adjust the inflation valve based on the difference between the current pressure value obtained by the pressure sensor and the target pressure.

9. The detection device for the motion posture of a rail transit vehicle according to claim 8, wherein the air chamber further includes an alarm unit, and the alarm unit is configured to issue an alarm when the pressure value is lower than a preset value.

10. A method for detecting the motion attitude of a rail transit vehicle, which uses a device for detecting the motion attitude of a rail transit vehicle according to any one of claims 1 to 9, characterized in that, including: Install the detection device at a specified position of the rail transit vehicle; When the vehicle runs on the track, it will cause longitudinal changes in the vehicle body. At this time, the sliding sleeves in the front and rear posture detectors will generate relative displacements as the posture of the vehicle body changes, pushing the support plate to compress or stretch the support spring, resulting in a change in the pressure received by the pressure sensor to obtain the longitudinal pressure change value; When the vehicle passes through a curve or rolls due to uneven track, the spheres in the left and right posture detectors will shift to the lower side due to the action of gravity, thereby driving the sliding plates on both sides to slide along the guide grooves. The movement of the sliding plates pushes the connecting plate in the air chamber through the connecting rod, changing the volume of the gas inside the air chamber to cause a pressure change, and obtaining the lateral pressure change value; The pressure regulator looks up a table according to the real-time speed information provided by the vehicle speed acquisition unit to obtain the corresponding target pressure value, compares it with the actual pressure measured by the current pressure sensor, and controls the inflation valve to perform inflation or exhaust operations through the pressure adjustment unit, so that the air chamber is always maintained within the optimal working pressure range.

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