Vehicle, vehicle control method and track system

Abstract

The embodiment of the invention provides a vehicle, a vehicle control method and a rail system, and relates to the technical field of rail vehicles, the vehicle is suitable for walking along a target road, a vehicle body acting part is arranged on the target road, and the vehicle comprises a vehicle body; the action matching component is arranged on the vehicle body; wherein the action matching part and the vehicle body action part are constructed to be matched with each other to adjust the relative position of the vehicle body and the target road, and large-range deflection of the vehicle and the target road is avoided, so that the stability and safety of vehicle operation can be improved, and the risk that the vehicle interferes with the parts on the target road can also be reduced; and the damage probability of the vehicle and the target road is reduced.

Description

Technical Field

[0001] The present application relates to a rail vehicle, and in particular to a vehicle, a vehicle control method, and a rail system. Background Art

[0002] Traditional rail vehicles typically rely on fixed wheels and suspension systems to maintain their position on the track. However, due to track unevenness, wear, and other external factors, vehicles may deviate during travel. This deflection not only increases wear between the vehicle and the track but can also lead to unstable travel and increase the risk of derailment. Summary of the Invention

[0003] The embodiments of the present application provide a vehicle, a vehicle control method, and a track system to solve the problem that existing rail vehicles are prone to deflection during operation.

[0004] In a first aspect, an embodiment of the present application provides a vehicle adapted to travel along a target road, wherein a vehicle action component is provided on the target road, the vehicle comprising:

[0005] body;

[0006] an operative matching component, the operative matching component being provided on the vehicle body;

[0007] The cooperation component and the vehicle body cooperation component are configured to cooperate with each other to adjust the relative position of the vehicle body and the target road.

[0008] In a possible embodiment, the interaction component includes a first adjustment component, the vehicle body interaction component includes a second adjustment component, one of the first adjustment component and the second adjustment component is an electromagnet, and the other is an electromagnet or a magnetic component;

[0009] The first adjusting member and the second adjusting member are used to cooperate with each other to adjust the relative position of the vehicle body and the target road in the horizontal direction.

[0010] In a possible implementation, the target road includes a track beam for the vehicle body to travel, the vehicle body action component is provided on the track beam, and the action matching component is located at the bottom of the vehicle body.

[0011] In a possible implementation, a bogie is provided at the bottom of the vehicle body, and the interacting fitting component is provided on the bogie.

[0012] In one possible embodiment, the bogie includes a bracket and a guide wheel group provided on the bracket, the bracket is used to be connected to the vehicle body, the guide wheel group is used to cooperate with the guide surface of the track beam to limit the moving direction of the vehicle body, and the acting cooperating component is provided on at least one of the guide wheel group and the bracket.

[0013] In a possible embodiment, the guide wheel group includes a guide wheel and a connecting shaft, the connecting shaft is connected to the bracket, the connecting shaft passes through the guide wheel, and is rotationally connected to the guide wheel, the guide wheel is used to roll in contact with the guide surface of the track beam; the working mating component is provided on the connecting shaft.

[0014] In a possible embodiment, the first adjusting member is located above the guide wheel, the first adjusting member is opposite to the guide surface corresponding to the guide wheel, the second adjusting member is arranged on the guide surface, or the second adjusting member forms a guide rail for the guide surface of the track beam.

[0015] In a possible embodiment, the interaction component further includes a third adjustment component, and the vehicle body interaction component further includes a fourth adjustment component. One of the third adjustment component and the fourth adjustment component is an electromagnet, and the other is an electromagnet or a magnetic component.

[0016] The third adjusting member and the fourth adjusting member are used to cooperate with each other to adjust the relative position of the vehicle body and the target road in the vertical direction.

[0017] In a possible implementation manner, the third adjusting member is located below the guide wheel, the third adjusting member is opposite to the bottom of the track beam, and the fourth adjusting member is provided at the bottom of the track beam.

[0018] In a possible embodiment, a running wheel is provided on each of two opposite sides of the bracket, and the running wheel is rotatably connected to the bracket via a connecting component;

[0019] Wherein, at least one guide wheel group is provided on each of the two opposite sides of the bracket, and the guide wheels are located below the walking wheels.

[0020] In a possible embodiment, a sensor is further included, which is used to obtain position change information between the vehicle body and the target road. The cooperating component and the vehicle body acting component are constructed to cooperate with each other to adjust the relative position of the vehicle body and the target road according to the position change information.

[0021] In a possible implementation, the position change information includes a first linear distance between the interacting component and the vehicle body interacting component in the horizontal direction, and / or a second linear distance between the interacting component and the vehicle body interacting component in the vertical direction.

[0022] In a possible implementation, the sensor is an ultrasonic sensor, a laser sensor, or a Hall sensor.

[0023] In a second aspect, an embodiment of the present application provides a vehicle control method for controlling the vehicle according to any one of the first aspects, comprising:

[0024] Obtaining the position change information of the vehicle body relative to the target road;

[0025] According to the position change information, the control action coordination component and the vehicle body action component are coordinated to adjust the relative position of the vehicle body and the target road.

[0026] In one possible embodiment, the cooperating component includes a first adjusting component, and the vehicle body acting component includes a second adjusting component. One of the first adjusting component and the second adjusting component is an electromagnet, and the other is an electromagnet or a magnetic component. The first adjusting component and the second adjusting component are used to cooperate with each other to adjust the relative position of the vehicle body and the target road in the horizontal direction.

[0027] The step of controlling the cooperation component and the vehicle body cooperation component to cooperate with each other to adjust the relative position of the vehicle body and the target road according to the position change information includes:

[0028] According to the position change information, the magnetic field strength of the electromagnet is adjusted to adjust the relative position of the vehicle body and the target road in the horizontal direction.

[0029] In a possible embodiment, the cooperating component further includes a third adjusting component, and the vehicle body acting component includes a fourth adjusting component. One of the third adjusting component and the fourth adjusting component is an electromagnet, and the other is an electromagnet or a magnetic component. The third adjusting component and the fourth adjusting component are used to cooperate with each other to adjust the relative position of the vehicle body and the target road in the vertical direction.

[0030] The controlling the cooperating component and the vehicle body cooperating component to cooperate with each other to adjust the relative position of the vehicle body and the target road according to the position change information includes:

[0031] According to the position change information, the magnetic field strength of the electromagnet is adjusted to adjust the relative position of the vehicle body and the target road in the vertical direction.

[0032] In one possible implementation, the position change information includes a first linear distance between the cooperating component and the vehicle body cooperating component in the horizontal direction, and / or a second linear distance between the cooperating component and the vehicle body cooperating component in the vertical direction. Controlling the cooperating component and the vehicle body cooperating component to cooperate in adjusting the relative position of the vehicle body and the target road based on the position change information includes:

[0033] If the first linear distance does not meet the first preset range, controlling one or both of the first adjustment member and the second adjustment member that are electromagnets to adjust the magnetic field strength until the first linear distance meets the first preset range;

[0034] If the second linear distance does not meet the second preset range, one or both of the third adjustment member and the fourth adjustment member, which are electromagnets, are controlled to adjust the magnetic field strength until the second linear distance meets the second preset range.

[0035] In a possible implementation, the magnetic field strength of the electromagnet may be adjusted according to the following formula:

[0036]

[0037] in, is the average current of the electromagnet coil, is the maximum current of the electromagnet, is the duty cycle, The value range is 0-255.

[0038] In a third aspect, an embodiment of the present application provides a track system comprising the vehicle and track beam described in the second aspect, wherein the vehicle travels along the track beam.

[0039] In the vehicle, vehicle control method and track system provided by the embodiments of the present application, the vehicle is provided with a vehicle body and a cooperating component provided on the vehicle body. The vehicle body moves along the target road. The cooperating component can cooperate with the vehicle body cooperating component provided on the target road. During the vehicle driving process, the relative position of the vehicle and the target road is adjusted in real time. Compared with traditional vehicles that are difficult to directly reset after deviating from the target road, through the cooperation of the cooperating component and the vehicle body cooperating component, when the vehicle deviates relative to the target road, the vehicle can be moved in the direction of overcoming the deviation, thereby resetting the vehicle, effectively improving the stability and safety of the vehicle operation, and also reducing the risk of interference between the vehicle and the components on the target road, reducing the probability of damage to the vehicle and the target road. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0041] Figure 1 A schematic diagram of the structure of the track system provided in an embodiment of the present application;

[0042] Figure 2 A schematic structural diagram of a bogie of a vehicle provided in an embodiment of the present application;

[0043] Figure 3 A schematic diagram of the structure of a track beam in a track system provided in an embodiment of the present application;

[0044] Figure 4 Schematic diagram of the process of the vehicle control method provided in the embodiment of the present application Figure 1 ;

[0045] Figure 5 Schematic diagram of the process of the vehicle control method provided in the embodiment of the present application Figure 2 ;

[0046] Figure 6 Schematic diagram of the process of the vehicle control method provided in the embodiment of the present application Figure 3 .

[0047] Reference numerals:

[0048] 100-car body, 200-interacting and mating parts, 210-first adjusting part, 220-third adjusting part, 300-sensor, 400-bogie, 410-guide wheel group, 411-guide wheel, 412-connecting shaft, 420-traveling wheel, 430-connecting part, 440-support plate, 450-support part, 500-track beam, 510-guide rail, 511-traveling surface, 512-guide surface, 520-crossbeam, 530-track groove, 540-fourth adjusting part.

[0049] The above drawings illustrate specific embodiments of the present application, which will be described in more detail below. These drawings and the textual description are not intended to limit the scope of the present application in any way, but rather to illustrate the concepts of the present application to those skilled in the art by reference to specific embodiments. DETAILED DESCRIPTION

[0050] Exemplary embodiments will be described in detail herein, with examples illustrated in the accompanying drawings. In the following description, when referring to the drawings, identical numerals in different figures represent identical or similar elements, unless otherwise indicated. The embodiments described in the following exemplary embodiments are not intended to represent all embodiments consistent with the present application. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the present application, as detailed in the appended claims.

[0051] As mentioned in the background art, rail vehicles are prone to lateral or longitudinal deviation relative to the track during travel, which affects the safety and stability of the rail vehicle.

[0052] Taking rubber-wheeled rail vehicles as an example, existing rubber-wheeled rail vehicles have large shaking, poor vehicle comfort, and are extremely prone to deflection. At the same time, the running wheels and guide wheels installed on the vehicle's bogie are usually made of rubber materials. When the vehicle deflects, the guide wheels and running wheels are more prone to wear, which reduces the service life of the guide wheels and running wheels. In addition, the deflection of the vehicle also causes the body and doors to frequently rub against the platform, increasing the difficulty of operation and maintenance.

[0053] In this regard, the present application provides a vehicle, in which the cooperating components arranged on the vehicle body can cooperate with the vehicle body acting components arranged on the target road. During the vehicle driving process, the relative position of the vehicle and the target road is adjusted in real time. When the vehicle deviates relative to the target road, the vehicle is reset, thereby improving the stability and safety of the vehicle operation, reducing the risk of interference between the vehicle and the components on the target road, and reducing the probability of damage to the vehicle and the target road.

[0054] It should be noted that the vehicle can be not only a rail vehicle, but also any other vehicle that needs to travel along the center of the road.

[0055] The following specific embodiments describe in detail the technical solution of the present application and how the technical solution of the present application solves the above-mentioned technical problems. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of the present application will be described below in conjunction with the accompanying drawings.

[0056] This application embodiment provides a vehicle, see Figure 1 、 Figure 2 and Figure 3 As shown, it is suitable for traveling on a target road, and a vehicle body action component is provided on the target road. The vehicle comprises a vehicle body 100 and an action matching component 200.

[0057] The interaction component 200 is disposed on the vehicle body 100 , for example, on the side or below the vehicle body 100 , and the interaction component 200 is fixed on the target road at a position where the interaction component 200 can interact with the target road.

[0058] The vehicle may be a rail vehicle, and the target road may be a rail beam 500 or a beam or other component for the vehicle to travel. The vehicle may not be a rail vehicle, and the target road may not be a rail beam 500 or a beam, but an ordinary road. It can be applied as long as the vehicle is required to always follow a specific position of the target road.

[0059] Specifically, the vehicle body action parts need to be set along the extension direction of the target road, and when the vehicle body 100 travels to any position on the target road, the vehicle body action parts can cooperate with the target action parts to adjust the position of the vehicle body 100 on the target road.

[0060] When the vehicle is traveling along the target road, the acting and cooperating component 200 and the acting components of the vehicle body 100 can cooperate with each other to adjust the relative position of the vehicle body 100 and the target road in real time, such as adjusting the relative position of the vehicle body 100 and the target road in the horizontal direction so that the vehicle body 100 is at a specific position of the target road, such as the middle. The relative position of the vehicle body 100 and the target road in the vertical direction can also be adjusted. Specifically, if the vehicle body 100 has a large deflection, it may cause the distance between one side of the vehicle body 100 and the target road to become larger. At this time, the acting and cooperating component 200 and the cooperating components of the vehicle body 100 can cooperate with each other to restore the balance of the vehicle body 100.

[0061] Therefore, by setting the cooperating component 200 and the vehicle body acting component, the relative position of the vehicle and the target road can be effectively adjusted to avoid large-scale deviation between the vehicle and the target road, thereby improving the stability and safety of the vehicle operation, reducing the risk of interference between the vehicle and the components on the target road, and reducing the probability of damage to the vehicle and the target road.

[0062] In some embodiments of the present application, the acting cooperating component 200 includes a first adjusting component 210, and the vehicle body acting component includes a second adjusting component. One of the first adjusting component 210 and the second adjusting component is an electromagnet, and the other is an electromagnet or a magnetic component. The first adjusting component 210 and the second adjusting component are used to cooperate with each other to adjust the relative position of the vehicle body 100 and the target road in the horizontal direction.

[0063] At this time, the first adjusting member 210 and the second adjusting member are usually arranged relative to each other in the horizontal direction to drive the vehicle body 100 to move in the horizontal direction through mutual repulsion and attraction, thereby changing the relative position of the vehicle body 100 and the target road in the horizontal direction.

[0064] Among them, the magnetic part is a magnetic material containing iron, nickel, etc. that can be adsorbed by an electromagnet. The second adjustment part is set along the extension direction of the target road, so that when the vehicle travels to any position on the target road, the second adjustment part can cooperate with the first adjustment part 210.

[0065] Exemplarily, one of the first adjusting member 210 and the second adjusting member 210 is an electromagnet, and the other is a magnetic member. The magnetic member can only be adsorbed by the magnet and will not generate a repulsive force on the magnet. When the relative position of the vehicle body 100 in the horizontal direction relative to the target road is greatly deviated, the magnetic field strength of the electromagnet can be changed, so that the electromagnet generates an adsorption force on the magnetic member, adjusts the relative position of the vehicle body 100 and the target road in the horizontal direction, and makes the vehicle body 100 return to the predetermined driving area of ​​the target road.

[0066] Exemplarily, the first adjusting member 210 is an electromagnet, and the second adjusting member is a magnetic member, which is specifically a permanent magnet. During the driving of the vehicle, the direction of the current in the electromagnet coil can be changed to generate an adsorption force or a mutual repulsion force between the first adjusting member 210 and the second adjusting member, thereby quickly adjusting the position of the vehicle body 100 on the target road.

[0067] Exemplarily, the first adjusting member 210 and the second adjusting member 210 are both electromagnets. In this case, the adjustment method of the magnetic field strength and polarity of the two is more flexible.

[0068] In some embodiments of the present application, the acting cooperating component 200 also includes a third adjusting component 220, and the vehicle body acting component also includes a fourth adjusting component 540. One of the third adjusting component 220 and the fourth adjusting component 540 is an electromagnet, and the other is an electromagnet or a magnetic component. The third adjusting component 220 and the fourth adjusting component 540 are used to cooperate with each other to adjust the relative position of the vehicle body 100 and the target road in the vertical direction.

[0069] At this time, the third adjusting member 220 and the fourth adjusting member 540 are usually arranged in an upper and lower relationship, pushing the vehicle body 100 to move in the vertical direction through adsorption force or mutual repulsion force, thereby changing the relative position of the vehicle body 100 and the target road in the vertical direction.

[0070] It should be noted that the cooperation between the third adjusting member 220 and the fourth adjusting member 540 is similar to the cooperation between the first adjusting member 210 and the second adjusting member, and will not be described in detail in this embodiment.

[0071] In addition, the interaction component 200 may also be the guide wheel 411 or the running wheel 420 of the vehicle, and the vehicle body interaction component is a component having a certain rigidity and coming into contact with the guide wheel 411 and the running wheel 420. When the mutual squeezing force between the guide wheel 411 or the running wheel 420 and the vehicle body interaction component increases to a certain level, the rigidity of the corresponding running wheel 420 or the guide wheel 411 can be changed, thereby changing the position of the vehicle body 100 and adjusting the relative position between the vehicle body 100 and the target road. Of course, the above is only an example of other structures that can cooperate to adjust the relative position of the vehicle body 100 and the target road, and can also be applied to the interaction component 200 and the vehicle body interaction component in the embodiments of the present application.

[0072] Furthermore, a sensor 300 can be set on the vehicle body 100 to detect the position change information between the vehicle body 100 and the target road in real time through the sensor 300, so as to determine whether the vehicle body 100 is deviated relative to the target road through the position change information. If deflection occurs, the cooperating component 200 and the vehicle body acting component can cooperate with each other to adjust the relative position of the vehicle and the target road according to the position change information, thereby improving the sensitivity of the adjustment.

[0073] Furthermore, the position change information includes a first straight-line distance in the horizontal direction between the interacting component 200 and the interacting component of the vehicle body, and / or a second straight-line distance in the vertical direction between the interacting component 200 and the interacting component of the vehicle body, that is, the sensor 300 can monitor only the first straight-line distance or the second straight-line distance, or can monitor the first straight-line distance and the second straight-line distance at the same time. When only the first straight-line distance is monitored, only the first adjusting component 210 and the second adjusting component need to be set. When only the second straight-line distance is monitored, only the third adjusting component 220 and the fourth adjusting component 540 need to be set. If the first straight-line distance and the second straight-line distance are monitored at the same time, the first adjusting component 210, the second adjusting component, the third adjusting component 220 and the fourth adjusting component 540 need to be set at the same time.

[0074] Specifically, when the first straight-line distance does not meet the preset requirements, the first adjusting member 210 and the second adjusting member are operated to adjust the position of the vehicle body 100 in the horizontal direction; when the second straight-line distance does not meet the preset requirements, the third adjusting member 220 and the fourth adjusting member 540 are operated to adjust the position of the vehicle body 100 in the vertical direction.

[0075] At this time, the sensor 300 may be a common sensor capable of measuring distance, such as an ultrasonic sensor, a laser sensor, or a Hall sensor.

[0076] In actual applications, the correction requirements of rail vehicles are greater than those of general vehicles. For rail vehicles, the active matching component 200 can be set at the bottom of the vehicle body 100, and the vehicle body active component can be set on the track beam 500.

[0077] Furthermore, a bogie 400 is provided at the bottom of the vehicle body 100 . In order to minimize the modification of the rail vehicle, reduce the cost, and reduce the difficulty of implementation, the interacting fitting component 200 can be directly provided on the bogie 400 .

[0078] Specifically, the bogie 400 includes a bracket and a guide wheel group 410 arranged on the bracket. The bracket is used to connect with the car body 100. The guide wheel group 410 is used to cooperate with the guide surface 512 of the track beam 500 to limit the moving direction of the car body 100. The working cooperation component 200 is arranged on at least one of the guide wheel group 410 and the bracket.

[0079] Exemplarily, the functional matching component 200 is directly set on the bracket, and a supporting component can be set on the bracket. The supporting component extends to the position corresponding to the track beam 500 and the vehicle body functional component. The functional matching component 200 can be fixed on the supporting component by common methods such as bonding, clamping, and bolt connection.

[0080] When the interacting fitting component 200 is disposed on the guide wheel assembly 410 , the structure of the bracket does not need to be modified, which can further reduce the modification cost and difficulty.

[0081] Specifically, see Figure 1 、 Figure 2 and Figure 3 As shown, the guide wheel group 410 includes a guide wheel 411 and a connecting shaft 412. The guide wheel 411 is used to roll in contact with the guide surface 512 of the track beam 500. The connecting shaft 412 is fixed on the bracket. The connecting shaft 412 is used to support the guide wheel 411. The connecting shaft 412 passes through the guide wheel 411 and is rotatably connected to the guide wheel 411, that is, the guide wheel 411 is in rolling contact with the guide surface 512 and can be rotated relative to the guide surface 512 and the connecting shaft 412 to guide the rail vehicle. The acting mating component 200 can be directly set on the connecting shaft 412. At this time, there is no need to make major changes to the structure of the bogie 400. It is only necessary to add a connection point connected to the acting mating component 200 on the connecting shaft 412, or directly weld or bond it.

[0082] Among them, the track beam 500 usually has a variety of structures. For track beams 500 with different structures, the setting positions of the vehicle body acting components and the acting matching components 200 can be adjusted accordingly, as long as the acting matching components 200 can effectively match with the vehicle body acting components.

[0083] In order to facilitate understanding of the arrangement position and matching method of the interaction and matching component 200 and the vehicle body interaction component, the track beam 500 used in the rubber-tyred rail vehicle is taken as an example for detailed description.

[0084] The track beam 500 of a rubber-tyred rail vehicle usually includes two oppositely arranged guide rails 510, which are usually connected by multiple cross beams 520. The adjacent sides of the two guide rails 510 form a guide surface 512, and the top of the guide rail 510, that is, the end away from the cross beam 520, has a running part. The top surface of the running part forms a running surface 511, and the running part partially extends to above the cross beam 520. Of course, a track groove 530 is formed between the two guide rails 510 and the cross beam 520.

[0085] For the track beam 500, the vehicle body action component can be provided on the guide surface 512 or be part of the track beam 500. Specifically, if the track beam 500 comprises a magnetic material capable of generating an interaction force with an electromagnet or permanent magnet, the guide rail 510 of the track beam 500, which forms the guide surface 512, can be used as the vehicle body action component. If the track beam 500 does not comprise a magnetic material, a vehicle body action component must be added to the corresponding position of the track beam 500. The interaction between the vehicle body action component and the action mating component 200 drives the bogie 400 to move and adjust the position of the vehicle body 100 as a whole.

[0086] During the travel of the rail vehicle, the car body 100 is prone to deviation mainly in the longitudinal and lateral (horizontal direction), so the acting matching component 200 and the car body acting component can be mainly used to adjust the longitudinal and / or lateral position of the bogie 400 and correct the deviation in real time.

[0087] The guide wheel 411 is located between the two guide rails 510 (located in the track groove 530) and is in rolling contact with the guide surface 512. The connecting shaft 412 also needs to extend at least partially between the two guide rails 510 (in the track groove 530). At this time, the sensor 300 can also be set on the connecting shaft 412. During the travel of the rail vehicle, if the sensor 300 detects that the distance deviation between the real-time position of the predetermined point of the bogie 400 and the preset position exceeds a certain value, then the body action component and the body action component can cooperate to adjust the position of the car body 100 until the deviation between the real-time position of the predetermined point and the preset position is less than a certain value, so that the car body 100 is returned to the center, avoiding increased friction between the guide wheel 411 and the guide surface 512, thereby protecting the guide wheel 411 and making the rail vehicle travel more smoothly.

[0088] The first adjusting member 210 and the third adjusting member 220 may be arranged on the connecting shaft 412 in the following manner:

[0089] The first adjusting member 210 is located above the guide wheel 411 and is opposite to the guide surface 512 corresponding to the guide wheel 411. The third adjusting member 220 is located below the guide wheel 411 and is opposite to the bottom of the track beam 500, that is, opposite to the cross beam 520.

[0090] For example, if the sensor 300 only monitors the first straight-line distance, only the first adjusting member 210 can be set at this time. The first adjusting member 210 can be fixed on the connecting shaft 412 by common methods such as welding, bonding, bolt connection, and clamp fixation, and is fixed on the side of the connecting shaft 412 facing the guide surface 512. Correspondingly, the sensor 300 is also fixed on the side of the connecting shaft 412 facing the guide surface 512, and can also be connected to the connecting shaft 412 by common methods such as welding, bonding, bolt connection, and clamp fixation.

[0091] For example, if the sensor 300 only monitors the second straight-line distance, only the third adjusting member 220 can be set at this time. The third adjusting member 220 can be fixed on the connecting shaft 412 by common methods such as welding, bonding, bolt connection, and clamp fixation, and fixed at the end of the connecting shaft 412 facing the beam 520. At this time, the sensor 300 can detect the distance between its detection end and the bottom surface of the walking part, that is, the distance between the surface adjacent to the walking part and the beam 520, so as to determine the second straight-line distance between the third adjusting member 220 and the fourth adjusting member 540, or directly detect the second distance between the fourth adjusting member 540 and the third adjusting member 220.

[0092] For example, if the sensor 300 monitors the first straight-line distance and the second straight-line distance at the same time, then the first adjusting member 210 and the third adjusting member 220 are simultaneously provided on the connecting shaft 412. For ease of arrangement, the sensor 300 can be located above the first adjusting member 210. At this time, the sensor 300 can monitor both the first straight-line distance and the second straight-line distance, and will not interfere with the first adjusting member 210 and the third adjusting member 220.

[0093] In some embodiments of the present application, a walking wheel 420 is provided on each of the opposite sides of the bracket, and the walking wheel 420 is rotatably connected to the bracket through a connecting component 430. The connecting component 430 can be a rod or a plate, as long as it can connect the two walking wheels 420. Among them, at least one guide wheel group 410 is provided on each of the opposite sides of the bracket, the connecting shaft 412 is connected to the bracket, and the guide wheel 411 is located below the walking wheel 420.

[0094] Specifically, the walking wheel 420 contacts the walking surface 511 on the walking part to support the rail vehicle, and the walking wheel 420 is connected to the electric assembly transmission, and is driven to rotate by the electric assembly to drive the rail vehicle to move along the walking surface 511. There are at least two guide wheel groups 410, that is, the guide surfaces 512 of the two guide rails 510 are each correspondingly provided with at least one guide wheel 411, and guidance is achieved by the guide wheel 411 contacting the guide surface 512.

[0095] During the travel of the rail vehicle, sensors 300 and cooperating components 200 can be set on the connecting shafts 412 of the two guide wheel groups 410. The sensors 300 perform real-time monitoring. Once any sensor 300 detects a position abnormality, the cooperating component 200 of the guide wheel group 410 will cooperate with the cooperating component of the vehicle body 100 to adjust the position of the vehicle body 100.

[0096] For example, when the electromagnet in the active mating component 200 is energized, it generates an attractive force with the mating component of the vehicle body 100 to change the position of the vehicle body 100. In this case, the electromagnet can be activated to adjust the position of the vehicle body 100 when the first linear distance or the second linear distance is greater than a preset value. If the active mating component 200 adjusts the position of the vehicle body 100 by generating a repulsive force with the mating component of the vehicle body 100, the electromagnet can be activated to adjust the position of the vehicle body 100 when the first linear distance or the second linear distance is less than a preset value.

[0097] It should be noted that more guide wheel groups 410 can be set, such as 4, 6, etc., which are generally symmetrically arranged on both sides of the bracket. Of course, the sensor 300 and the cooperating component 200 can be set only on the connecting shaft 412 on some guide wheel groups 410110, such as one or two, while the sensor 300 and the cooperating component 200 are not set on the connecting shaft 412 of the remaining guide wheel groups 410.

[0098] Furthermore, the bracket includes a support plate 440 and a support portion 450, the two ends of the support portion 450 are respectively connected to the upper surface of the support plate 440 and the connecting component 430, and the connecting shaft 412 is connected to the lower surface of the support plate 440, for example, fixedly connected by common methods such as welding and bolt connection.

[0099] The support plate 440 is used to connect multiple guide wheel groups 410. It is a rigid structure. When the connecting shaft 412 of a certain guide wheel group 410 is driven by the mating component 200 to move and adjust its position, it will drive the corresponding part of the entire support plate 440 to change its position, thereby adjusting the moving direction or overall position of the vehicle body 100. The connecting shaft 412 supports the connecting component 430 and lifts the connecting component 430 so that the guide wheel 411 can extend between the two guide rails 510 and contact the guide surface 512, and the running wheel 420 can be lifted to contact the running surface 511. Among them, the length of the connecting component 430 in the X direction is greater than the length of the support plate 440 in the X direction. At this time, the support plate 440 can extend between the two guide rails without being blocked by the running part, and the running wheel 420 can contact the running surface 511, which does not affect the use of the bogie 400 and helps to reduce material usage.

[0100] The present application also provides a vehicle control method for controlling the vehicle in the above embodiment. Figure 4 As shown, the control method includes:

[0101] S401 obtains the position change information of the vehicle 100 relative to the target road;

[0102] Specifically, the target road is a road for the vehicle body 100 to move, a track beam 500 or beam and other components, and a sensor 300 can be set on the vehicle body 100. The sensor 300 can be a common displacement sensor such as an ultrasonic sensor, a Hall sensor, a laser sensor, etc. During the travel of the rail vehicle, the sensor 300 can detect the position change information of the vehicle body 100 relative to the target road, thereby determining whether the vehicle body 100 is offset relative to the target road.

[0103] It should be noted that the position change information of the vehicle body 100 relative to the target road can also be directly obtained through the vehicle control system by relying on the target road and the original detection components on the vehicle body 100.

[0104] S402. Based on the position change information, control the action coordination component 200 to coordinate with the vehicle body action component to adjust the relative position of the vehicle body 100 and the target road.

[0105] If the deviation of the relative position between the vehicle body 100 and the target road exceeds a certain value, then it can be determined that the position of the vehicle body 100 has a large deviation. At this time, the acting matching component 200 can be controlled to cooperate with the vehicle body acting component to correct the position of the vehicle body 100, so that the vehicle body 100 is returned to the straight position, preventing the vehicle from running more smoothly, and avoiding interference between the vehicle body 100 and the components on the target road, thereby reducing the probability of damage to the vehicle body 100 or the components on the target road.

[0106] Among them, to control whether the action coordination component 200 and the vehicle body action component are in motion and adjust the position of the vehicle body 100, an additional controller may be added or the vehicle's own control system may be used.

[0107] It should be noted that the position change information includes a first linear distance between the first adjusting member 210 and the second adjusting member along the horizontal direction, and / or a second linear distance between the third adjusting member 220 and the fourth adjusting member 540 along the vertical direction.

[0108] In contrast, the acting fitting component 200 includes a first adjusting component 210 and / or a third adjusting component 220. When the acting fitting component 200 is arranged on the bogie 400, the first adjusting component 210 is located above the guide wheel 411, and the first adjusting component 210 is opposite to the guide surface 512 corresponding to the guide wheel 411. The third adjusting component 220 is located below the guide wheel 411, and the third adjusting component 220 is opposite to the bottom of the track beam 500 (the upper surface of the cross beam 520).

[0109] For example, the sensor 300 monitors the first linear distance and the second linear distance simultaneously, and the cooperating component 200 includes the first adjusting member 210 and the third adjusting member 220, and the first adjusting member 210 and the third adjusting member 220 are both electromagnets, and the second adjusting member and the fourth adjusting member 540 are both magnetic members. Figure 5 As shown, the control can be performed as follows:

[0110] S501. The sensor 300 monitors the first straight-line distance and the second straight-line distance in real time;

[0111] S502. Determine whether the first straight-line distance is greater than a first preset value;

[0112] S503. If the first straight-line distance is greater than the first preset value, the PWM (pulse width modulation) circuit corresponding to the first adjustment member 210 is energized to adjust the current of the coil of the first adjustment member 210, thereby changing the magnetic field strength of the first adjustment member 210;

[0113] Specifically, PWM is a method of controlling power output by varying the signal's duty cycle (i.e., the ratio of the signal's high-level time to the total cycle). Increasing the duty cycle increases the average current flowing through the magnet, thereby strengthening the magnet's magnetic field strength. For specific adjustments, refer to the following formula:

[0114]

[0115] in, is the average current of the coil of the first adjusting member 131 or the third adjusting member 132, is the maximum current of the first regulating member 131 or the third regulating member 132 (the current when the duty cycle is 100%), is the duty cycle, The value range is 0-255.

[0116] When the first straight-line distance is greater than the first preset value, it can be determined that the distance between the connecting shaft 412 of the guide wheel group 410 and the second adjusting member has increased too much and needs to be adjusted. At this time, the magnetic field strength of the first adjusting member 210 can be adjusted to a certain value, driving the connecting shaft 412 to move toward the guide surface 512 to reduce the first straight-line distance. If the first straight-line distance has not decreased after the preset time, it can be determined that the current magnetic field strength is insufficient and it is difficult to provide sufficient driving force. The current of the first adjusting member 210 can be increased until the first straight-line distance is less than or equal to the first preset value, thereby achieving the reset of the vehicle body 100. At this time, the PWM circuit is powered off and the magnetic field of the first adjusting member 210 disappears.

[0117] S504. Determine whether the second straight-line distance is less than a second preset value;

[0118] S505. If the second straight-line distance is greater than the second preset value, the PWM circuit corresponding to the third adjustment member 220 is energized to adjust the current of the coil of the third adjustment member 220, thereby changing the magnetic field strength of the third adjustment member 220;

[0119] The control method of the third adjusting member 220 is the same as that of the first adjusting member 210 until the second straight-line distance is less than or equal to the second preset value, the PWM circuit is powered off, and the magnetic field of the third adjusting member 220 disappears.

[0120] This approach balances the effects of dimensional deviations or centrifugal forces on the track beams 500 200 through the interaction between the first and second adjusting members 210, improving the overall stress state of the bogie 400 while simultaneously reducing lateral displacement of the bogie 400, maintaining a relatively centered position and alleviating issues such as uneven tire wear and train interference. Similarly, the interaction between the third adjusting member 220 and the fourth adjusting member 540 mounted on the crossbeam 520 can reduce the effects of longitudinal excitation on the bogie 400 and the vehicle, thereby improving vehicle stability.

[0121] It should be noted that if the magnetic part is a permanent magnet, the vehicle body 100 can also be driven to move by the repulsive force between the electromagnet and the permanent magnet. At this time, when the first straight-line distance is less than the first preset value and the second straight-line distance is less than the second preset value, the magnetic field strength of the first adjusting part 210 and the third adjusting part 220 can be adjusted accordingly until the first straight-line distance is greater than or equal to the first preset distance and the second straight-line distance is greater than or equal to the second preset distance.

[0122] In some embodiments, the first adjusting member 210, the second adjusting member, the third adjusting member 220 and the fourth adjusting member 540 are all electromagnets. Figure 6 As shown, the vehicle can be controlled as follows:

[0123] S601. Obtain the first straight-line distance and the second straight-line distance;

[0124] S602. Determine whether the first straight-line distance meets the first preset range;

[0125] Specifically, the first preset range is a pre-set reference range. When the first straight-line distance is within the first preset range, the vehicle body 100 is in a relatively central position and the driving is relatively stable. The first preset ranges of different vehicles and different target roads may be different, and can be determined according to actual conditions.

[0126] S603. If it does not meet the requirements, one or both of the first adjustment member 210 and the second adjustment member are controlled to adjust the magnetic field strength until the first linear distance meets the first preset range;

[0127] Specifically, the first preset range has an upper limit value and a lower limit value. When the first straight-line distance exceeds the upper limit value, the first adjusting member 210 and the second adjusting member can adjust the position of the vehicle body 100 through suction to reduce the first straight-line distance; when the first straight-line distance is less than the lower limit value, the current flow direction in the coil of one of the electromagnets can be changed, so that the first adjusting member 210 and the second adjusting member can adjust the position of the vehicle body 100 through repulsion to increase the first straight-line distance.

[0128] S604 determines whether the second straight-line distance meets the second preset range;

[0129] Specifically, the second preset range is a pre-set reference range. When the second straight-line distance is within the second preset range, the vehicle body 100 is in an appropriate position in the vertical direction, does not tilt, and travels relatively smoothly. The second preset ranges of different vehicles and different target roads may be different, and can be determined based on actual conditions.

[0130] S605. If the second linear distance does not meet the second preset range, control one or both of the third adjustment member 220 and the fourth adjustment member 540 to adjust the magnetic field strength until the second linear distance meets the second preset range.

[0131] The specific control methods of the third adjusting member 220 and the fourth adjusting member 540 are similar to those of the first adjusting member 210 and the second adjusting member, and are not described in detail here.

[0132] An embodiment of the present application further provides a track system, comprising the vehicle and the track beam 500 in the above embodiment, along which the vehicle travels.

[0133] Furthermore, a bogie 400 is provided at the bottom of the car body 100, and the bogie 400 has running wheels 420 and guide wheels 411. The mating component 200 is provided on the connecting shaft 412 of the bogie 400. The track beam 500 includes a crossbeam 520 and two guide rails 510 arranged opposite to each other. The two ends of the crossbeam 520 are respectively connected to the two guide rails 510 to enclose a track groove 530 between the two guide rails 510 and the crossbeam 520.

[0134] Among them, a guide surface 512 is formed on the adjacent side of the two guide rails 510, and the guide wheel 411 rolls in contact with the guide surface 512 for guidance. The top of the guide rail 510 has a walking portion, and the top surface of the walking portion forms a walking surface 511. The walking surface 511 is used to contact the walking wheel 420, and the walking portion partially extends above the track groove 530.

[0135] In order to cooperate with the first adjusting member 210 and the third adjusting member 220, the guide rail 510 and the crossbeam 520 can be arranged in the following ways:

[0136] The guide rail 510 is made of a material having magnetic properties, such as steel. In this case, the guide rail 510 can be used as a second adjusting member. When the first adjusting member 210 generates a magnetic field, it can attract the properties of the magnetic material and provide a driving force to enable the electromagnet to drive the vehicle body 100 to adjust its position.

[0137] If the guide rail 510 does not contain magnetic material, it cannot generate interaction force with the first adjusting member 210. At this time, a second adjusting member can be added to the surface of the guide rail 510. Of course, the setting position of the second adjusting member needs to avoid the contact area of ​​the guide wheel 411. The second adjusting member can be made of a permanent magnet or a metal with magnetic material, such as a magnetic plate made of a permanent magnet or a metal plate containing iron, as long as it can attract or repel each other with the first adjusting member 210.

[0138] The same is true for the crossbeam 520. If the crossbeam 520 has a continuous magnetic structure below the third adjusting member 220 along the extension direction of the track beam 500, it can generate a mutual attraction or mutual repulsion force with the third adjusting member 220. At this time, the crossbeam 520 can be used as the fourth adjusting member 540.

[0139] In general, there are multiple beams 520, and there are gaps between adjacent beams 520. At this time, a fourth adjusting member 540 is generally provided on the upper surface of the beam 520. The fourth adjusting member 540 extends along the extension direction of the track beam 500. The fourth adjusting member 540 can be made of a permanent magnet or a metal with magnetic material, such as a magnetic plate made of a permanent magnet or a metal plate containing iron, as long as it can attract or repel each other with the third adjusting member 220.

[0140] Among them, with regard to the existing commonly used track beam 500, its guide rail 510 is generally made of steel and can interact with the electromagnet, and there are multiple cross beams 520 arranged at intervals. Therefore, the guide rail 510 does not need to be modified, and only a fourth adjustment member 540 is added to the upper surface of the cross beam 520, thereby minimizing the changes to the track beam 500, reducing the difficulty of modification, and reducing the cost of modification.

[0141] Finally, it should be noted that those skilled in the art will readily identify other embodiments of the present invention after considering the specification and practicing the invention disclosed herein. The present invention is intended to cover any variations, uses, or adaptations of the present invention that follow the general principles of the present invention and include common knowledge or customary techniques in the art not disclosed herein. The present invention is not limited to the precise structure described above and illustrated in the accompanying drawings, and various modifications and variations may be made without departing from the scope thereof. The scope of the present invention is limited solely by the appended claims.

Claims

1. A vehicle adapted to travel along a target road, wherein a vehicle body action component is provided on the target road, characterized in that: The vehicle comprises: Vehicle body (100); an operative matching component (200), the operative matching component (200) being provided on the vehicle body (100); The interaction component (200) and the vehicle body interaction component are configured to cooperate with each other to adjust the relative position of the vehicle body (100) and the target road.

2. The vehicle according to claim 1, characterized in that The action matching component (200) includes a first adjustment component (210), and the vehicle body action component includes a second adjustment component, one of the first adjustment component (210) and the second adjustment component is an electromagnet, and the other is an electromagnet or a magnetic component; The first adjusting member (210) and the second adjusting member are used to cooperate with each other to adjust the relative position of the vehicle body (100) and the target road in the horizontal direction.

3. The vehicle according to claim 2, characterized in that The target road comprises a track beam (500) for the vehicle body (100) to travel, the vehicle body action component is arranged on the track beam (500), and the action matching component (200) is located at the bottom of the vehicle body (100).

4. The vehicle according to claim 3, characterized in that A bogie (400) is provided at the bottom of the vehicle body (100), and the functional matching component (200) is provided on the bogie (400).

5. The vehicle according to claim 4, characterized in that The bogie (400) includes a bracket and a guide wheel group (410) provided on the bracket, the bracket is used to be connected to the vehicle body (100), the guide wheel group (410) is used to cooperate with the guide surface (512) of the track beam (500) to limit the moving direction of the vehicle body (100), and the active cooperation component (200) is provided on at least one of the guide wheel group (410) and the bracket.

6. The vehicle according to claim 5, characterized in that The guide wheel assembly (410) includes a guide wheel (411) and a connecting shaft (412). The connecting shaft (412) is connected to the bracket. The connecting shaft (412) passes through the guide wheel (411) and is rotationally connected to the guide wheel (411). The guide wheel (411) is used to roll in contact with a guide surface (512) of a track beam (500). The operative matching component (200) is provided on the connecting shaft (412).

7. The vehicle according to claim 6, characterized in that The first adjusting member (210) is located above the guide wheel (411), the first adjusting member (210) is opposite to the guide surface (512) corresponding to the guide wheel (411), and the second adjusting member is provided on the guide surface (512), or the second adjusting member forms a guide rail (510) of the guide surface (512) for the track beam (500).

8. The vehicle according to claim 7, characterized in that The action matching component (200) further includes a third adjustment component (220), and the vehicle body action component further includes a fourth adjustment component (540), one of the third adjustment component (220) and the fourth adjustment component (540) is an electromagnet, and the other is an electromagnet or a magnetic component; The third adjusting member (220) and the fourth adjusting member (540) are used to cooperate with each other to adjust the relative position of the vehicle body (100) and the target road in the vertical direction.

9. The vehicle according to claim 8, characterized in that The third adjusting member (220) is located below the guide wheel (411), the third adjusting member (220) is opposite to the bottom of the track beam (500), and the fourth adjusting member (540) is provided at the bottom of the track beam (500).

10. The vehicle according to claim 7, characterized in that A running wheel (420) is provided on each of the two opposite sides of the bracket, and the running wheel (420) is rotatably connected to the bracket via a connecting component (430); Wherein, at least one guide wheel group (410) is provided on each of the two opposite sides of the bracket, and the guide wheel (411) is located below the running wheel (420).

11. The vehicle according to any one of claims 1 to 10, characterized in that: The invention also includes a sensor (300) for acquiring position change information between the vehicle body (100) and the target road. The acting cooperation component (200) and the vehicle body acting component are configured to cooperate with each other to adjust the relative position of the vehicle body (100) and the target road according to the position change information.

12. The vehicle according to claim 11, characterized in that The position change information includes a first linear distance between the interaction component (200) and the vehicle body interaction component in the horizontal direction, and / or a second linear distance between the interaction component (200) and the vehicle body interaction component in the vertical direction.

13. The vehicle according to claim 11, characterized in that The sensor (300) is an ultrasonic sensor, a laser sensor or a Hall sensor.

14. A vehicle control method, used to control the vehicle according to any one of claims 1 to 13, characterized in that: include: Acquiring position change information of a vehicle body (100) relative to a target road; According to the position change information, the control action coordination component (200) and the vehicle body action component are coordinated to adjust the relative position of the vehicle body (100) and the target road.

15. The vehicle control method according to claim 14, characterized in that: The action matching component (200) includes a first adjusting component (210), and the vehicle body action component includes a second adjusting component. One of the first adjusting component (210) and the second adjusting component is an electromagnet, and the other is an electromagnet or a magnetic component. The first adjusting component (210) and the second adjusting component are used to cooperate with each other to adjust the relative position of the vehicle body (100) and the target road in the horizontal direction. The controlling of the action cooperation component (200) and the vehicle body action component to cooperate with each other to adjust the relative position of the vehicle body (100) and the target road according to the position change information comprises: According to the position change information, the magnetic field strength of the electromagnet is adjusted to adjust the relative position of the vehicle body (100) and the target road in the horizontal direction.

16. The vehicle control method according to claim 15, characterized in that: The action matching component (200) further includes a third adjusting component (220), and the vehicle body action component includes a fourth adjusting component (540). One of the third adjusting component (220) and the fourth adjusting component (540) is an electromagnet, and the other is an electromagnet or a magnetic component. The third adjusting component (220) and the fourth adjusting component (540) are used to cooperate with each other to adjust the relative position of the vehicle body (100) and the target road in the vertical direction. The controlling of the action cooperation component (200) and the vehicle body action component to cooperate with each other to adjust the relative position of the vehicle body (100) and the target road according to the position change information comprises: According to the position change information, the magnetic field strength of the electromagnet is adjusted to adjust the relative position of the vehicle body (100) and the target road in the vertical direction.

17. The vehicle control method according to claim 16, characterized in that: The position change information includes a first straight-line distance between the action-cooperating component (200) and the vehicle body action component in the horizontal direction, and / or a second straight-line distance between the action-cooperating component (200) and the vehicle body action component in the vertical direction. Controlling the action-cooperating component (200) and the vehicle body action component to coordinately adjust the relative position of the vehicle body (100) and the target road based on the position change information includes: If the first linear distance does not meet a first preset range, controlling one or both of the first adjusting member (210) and the second adjusting member, which are electromagnets, to adjust the magnetic field strength until the first linear distance meets the first preset range; If the second linear distance does not meet the second preset range, one or both of the third adjusting member (220) and the fourth adjusting member (540) which are electromagnets are controlled to adjust the magnetic field strength until the second linear distance meets the second preset range.

18. The vehicle control method according to any one of claims 15 to 17, characterized in that: The magnetic field strength of the electromagnet can be adjusted according to the following formula: in, is the average current of the electromagnet coil, is the maximum current of the electromagnet, is the duty cycle, The value range is 0-255.

19. A track system, characterized in that: The vehicle comprises the vehicle and the track beam (500) according to any one of claims 1 to 13, wherein the vehicle travels along the track beam (500).

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