Straddle type monorail vehicle shape and position detection platform and posture adjustment method

Abstract

The invention discloses a straddle type monorail vehicle shape and position detection table and a posture adjustment method, and relates to the technical field of rail traffic detection.The shape and position detection table comprises a detection table body which is arranged to be of a steel hollow beam structure and used for installing a monorail vehicle body to be detected and providing a measurement platform; the steel plate vertical surface is used for arranging a lateral sensor mounting position and a wiring channel; a reinforcing rib plate; the central calculation module is arranged in an industrial control box in the steel hollow beam structure and is used for laser signal processing, error analysis and attitude parameter calculation; the front bogie sensor module is used for measuring the relative position and posture change of the front bogie in real time; the rear bogie sensor module is used for measuring the relative position and posture change of the rear bogie in real time; the vehicle body bottom sensor module is used for measuring the vertical height value between the bottom of the vehicle body and the detection table body. According to the invention, monorail bogie vehicle shape and position detection can be realized, and an auxiliary gasket adjustment scheme is output according to an algorithm.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of rail transit detection, in particular to a straddle-type monorail vehicle shape-position detection platform and a posture adjustment method. BACKGROUND

[0002] With the rapid development of urban rail transit systems, straddle-type monorail transportation has been widely used in complex terrain and densely populated urban areas due to its small land occupation, strong climbing ability, small turning radius, and short construction period. In particular, in many mountainous cities and densely populated areas in China, monorail trains have become an important part of urban rail transit networks. Straddle-type monorail vehicles usually use a hinged connection structure between the vehicle body and two independent bogies. During actual operation, there are complex spatial posture changes and shape-position matching relationships between the vehicle body and the front and rear bogies, which puts high requirements on the assembly precision and running stability of the vehicle.

[0003] Currently, in the assembly and debugging process of monorail trains, the shape-position adjustment of the vehicle body and the front and rear bogies mainly relies on manual experience or simple fixture assistance. This traditional debugging method lacks precision and systematicness. Technicians often make posture corrections based on experience, making it difficult to achieve precise numerical control and parameter optimization, resulting in a long debugging process, low precision, and untraceability. Especially in large-scale vehicle production or maintenance return calibration process, this debugging method is prone to accumulate posture errors, which affects the safety and smoothness of vehicle operation, and even causes abnormal wear of the wheels, reducing the service life and running safety of the vehicle.

[0004] The existing technology has significant deficiencies in monorail vehicle posture adjustment, mainly manifested in the inability to quickly and accurately measure and adjust the posture angle and translation deviation between the vehicle body and the bogie, especially the vertical height difference, lateral misalignment, yaw angle, and roll angle. The detection tool lacks modular design and has poor universality, and cannot be compatible with monorail vehicles of different models or different structural parameters. At the same time, the detection results have low visualization and the data is difficult to use for subsequent track centering verification, installation trajectory optimization, or operation and maintenance filing. In addition, the assembly and debugging efficiency is low, and the error accumulation caused by excessive reliance on personnel experience does not meet the digital and intelligent development needs of modern monorail vehicle assembly lines. There is an urgent need in the market for a special detection and posture adjustment device that can adapt to monorail bogie structures and achieve multi-degree-of-freedom spatial position adjustment and posture matching of the vehicle body and the front and rear bogies.

[0005] No effective solutions have been proposed to address the problems in the related art. SUMMARY

[0006] In view of the problems in the prior art, the present application provides a straddle-type monorail vehicle shape and position detection platform and a posture adjustment method, which has the advantages of combining multi-degree-of-freedom posture detection and intelligent gasket adjustment algorithm, thereby solving the problems of low adjustment efficiency and insufficient precision in the prior art which rely on manual experience.

[0007] To this end, the present application adopts the following specific technical solutions:

[0008] According to one aspect of the present application, a straddle-type monorail vehicle shape and position detection platform is provided, which comprises: a detection platform body arranged as a steel hollow beam structure for mounting a monorail vehicle body to be detected and providing a measurement platform; a steel plate facade arranged on both sides of the detection platform body for laying lateral sensor mounting positions and wiring channels; a reinforcing rib plate arranged inside the steel hollow beam structure for improving rigidity and overall stability; a central calculation module arranged in an industrial control box inside the steel hollow beam structure for laser signal processing, error analysis and posture parameter calculation; a front bogie sensor module arranged at the position of the front bogie of the monorail vehicle body to be detected for real-time measurement of the relative position and attitude change of the front bogie; a rear bogie sensor module arranged at the position of the rear bogie of the monorail vehicle body to be detected for real-time measurement of the relative position and attitude change of the rear bogie; and a vehicle body bottom sensor module arranged at the bottom of the monorail vehicle body to be detected for measuring the vertical height value between the vehicle body bottom and the detection platform body.

[0009] Further, the steel hollow beam structure is in the form of a rectangular box structure, the top surface is a closed flat steel plate for the running wheels of the monorail vehicle body to be detected to fall on, the top surface and the two side top portions of the steel hollow beam structure are provided with a plurality of laser sensor opening channels, and the bottom is fixed to the concrete foundation through pre-set foundation bolt holes; the steel plate facade is used for contact and cooperation with the guide wheels and stabilizing wheels of the monorail vehicle body to be detected to form limiting constraints; the laser sensors in the front bogie sensor module, the rear bogie sensor module and the vehicle body bottom sensor module are embedded in the laser sensor opening channels and fixed by flanges or plug-in plates.

[0010] Further, the front bogie sensor module comprises: a first laser sensor arranged at a guide wheel position on the left side of the front end of the front bogie of the monorail vehicle body to be detected, for measuring the lateral distance between the guide wheel and the side surface of the steel hollow beam structure; a second laser sensor arranged at a guide wheel position on the right side of the front end of the front bogie of the monorail vehicle body to be detected, for measuring the lateral distance between the guide wheel and the side surface of the steel hollow beam structure; a fifth laser sensor arranged at a guide wheel position on the left side of the rear end of the front bogie of the monorail vehicle body to be detected, for measuring the lateral distance between the guide wheel and the side surface of the steel hollow beam structure; a sixth laser sensor arranged at a guide wheel position on the right side of the rear end of the front bogie of the monorail vehicle body to be detected, for measuring the lateral distance between the guide wheel and the side surface of the steel hollow beam structure; a third laser sensor arranged at a stabilizer wheel position on the left side of the front bogie of the monorail vehicle body to be detected, for measuring the lateral distance between the stabilizer wheel and the side surface of the steel hollow beam structure; and a fourth laser sensor arranged at a stabilizer wheel position on the right side of the front bogie of the monorail vehicle body to be detected, for measuring the lateral distance between the stabilizer wheel and the side surface of the steel hollow beam structure.

[0011] Further, the rear bogie sensor module comprises: a seventh laser sensor arranged at a guide wheel position on the left side of the front end of the rear bogie of the monorail vehicle body to be detected, for measuring the lateral distance between the guide wheel and the side surface of the steel hollow beam structure; an eighth laser sensor arranged at a guide wheel position on the right side of the front end of the rear bogie of the monorail vehicle body to be detected, for measuring the lateral distance between the guide wheel and the side surface of the steel hollow beam structure; an eleventh laser sensor arranged at a guide wheel position on the left side of the rear end of the rear bogie of the monorail vehicle body to be detected, for measuring the lateral distance between the guide wheel and the side surface of the steel hollow beam structure; a twelfth laser sensor arranged at a guide wheel position on the right side of the rear end of the rear bogie of the monorail vehicle body to be detected, for measuring the lateral distance between the guide wheel and the side surface of the steel hollow beam structure; a ninth laser sensor arranged at a stabilizer wheel position on the left side of the rear bogie of the monorail vehicle body to be detected, for measuring the lateral distance between the stabilizer wheel and the side surface of the steel hollow beam structure; and a tenth laser sensor arranged at a stabilizer wheel position on the right side of the rear bogie of the monorail vehicle body to be detected, for measuring the lateral distance between the stabilizer wheel and the side surface of the steel hollow beam structure.

[0012] Further, the vehicle body bottom sensor module comprises: a first vehicle body laser sensor arranged at a front left corner position of the bottom of the monorail vehicle body to be detected, for measuring the vertical height between the front left corner of the vehicle body and the top surface of the steel hollow beam structure; a second vehicle body laser sensor arranged at a front right corner position of the bottom of the monorail vehicle body to be detected, for measuring the vertical height between the front right corner of the vehicle body and the top surface of the steel hollow beam structure; a third vehicle body laser sensor arranged at a rear left corner position of the bottom of the monorail vehicle body to be detected, for measuring the vertical height between the rear left corner of the vehicle body and the top surface of the steel hollow beam structure; and a fourth vehicle body laser sensor arranged at a rear right corner position of the bottom of the monorail vehicle body to be detected, for measuring the vertical height between the rear right corner of the vehicle body and the top surface of the steel hollow beam structure.

[0013] According to another aspect of the present application, there is also provided a straddle-type monorail vehicle attitude adjustment method, which comprises: collecting monorail vehicle body data to be detected by a vehicle body bottom sensor module, a front bogie sensor module and a rear bogie sensor module, and inputting the data to a central calculation module; based on the central calculation module, calculating the heave height, roll angle and nodding angle of the monorail vehicle body to be detected and the yaw angle and roll angle of the front and rear bogies by an attitude reconstruction algorithm to obtain vehicle body attitude parameters and bogie attitude parameters; determining a generalized displacement vector according to the vehicle body attitude parameters and the bogie attitude parameters, deriving a system total stiffness matrix in combination with a Lagrange equation, establishing a static force balance equation by introducing structural bias parameters of guide wheels and stabilizing wheels; based on the static force balance equation, constructing an objective function with the minimum generalized force residual in the direction of several degrees of freedom of the monorail vehicle body to be detected as the target, and solving to obtain the gasket thickness adjustment amount of each support point to realize attitude adjustment of the monorail vehicle body to be detected.

[0014] Further, the calculation of the heave height, roll angle and nodding angle of the monorail vehicle body to be detected and the yaw angle and roll angle of the front and rear bogies by the attitude reconstruction algorithm comprises: based on the vertical heights of the four corner points collected by the vehicle body bottom sensor module, solving the heave height of the vehicle body to obtain the vertical displacement of the vehicle body center of mass; according to the ratio of the vertical height difference of the left and right corner points collected by the vehicle body bottom sensor module to the width of the detection platform main body, calculating the roll angle of the vehicle body by an inverse tangent function to represent the rotation amount of the vehicle body around the longitudinal axis; based on the ratio of the vertical height difference of the front and rear corner points collected by the vehicle body bottom sensor module to the length of the detection platform main body, calculating the nodding angle of the vehicle body by an inverse tangent function to represent the rotation amount of the vehicle body around the transverse axis; according to the ratio of the difference of the same-side guide wheel position data collected by the front bogie sensor module and the rear bogie sensor module to the longitudinal span between the sensors, calculating the yaw angle of the front and rear bogies by an inverse tangent function; according to the ratio of the difference of the guide wheel and stabilizing wheel position data collected by the front bogie sensor module and the rear bogie sensor module to the height difference between the sensors, calculating the roll angle of the front and rear bogies by an inverse tangent function.

[0015] The present application has the following advantages:

[0016] (1) The application realizes high-precision real-time measurement of the spatial six-degree-of-freedom attitude of the vehicle body and the front and rear bogies by the integrated design of the steel hollow beam structure and the multi-laser sensor module, and can accurately calculate the heave height, roll angle and nodding angle of the vehicle body and the yaw angle and roll angle of the front and rear bogies based on the attitude reconstruction algorithm of the center calculation module constructed based on the Lagrange equation and the static equilibrium principle, and automatically generate the thickness adjustment scheme of the eight key gasket positions. Compared with the traditional debugging method relying on manual experience, the precision and efficiency of the vehicle attitude adjustment are greatly improved, the human error is reduced, the attitude adjustment process data is visualized, traceable and verifiable, and the technical problem of difficult shape and position matching of the vehicle body and the bogie in the assembly and repair of the monorail vehicle is effectively solved.

[0017] (2) The steel hollow beam structure and the reinforcing rib plate design adopted by the application ensure the overall rigidity and stability of the detection table, and the modular sensor arrangement method enables the equipment to be compatible with monorail vehicles of different models or different structural parameters. The attitude adjustment method based on the optimization objective function of the generalized force residual minimum and the numerical optimization algorithm establishes an accurate static equilibrium model, considers the structural bias parameters of the guide wheels and the stabilizing wheels, realizes accurate adjustment of the attitude in the three-degree-of-freedom direction of the vertical displacement, roll angle and nodding angle of the vehicle body, forms a closed-loop adjustment mechanism of "attitude measurement → error calculation → gasket optimization → physical adjustment → attitude re-measurement", and is not only suitable for the assembly line debugging of monorail trains, but also can be applied to the centering, attitude correction and maintenance calibration process links in the repair of the monorail trains, and meets the development needs of the digitalization and intelligentization of modern monorail vehicle assembly lines. BRIEF DESCRIPTION OF DRAWINGS

[0018] In order to more clearly illustrate the technical solutions in the embodiments of the application or the prior art, the following will briefly introduce the drawings needed in the embodiments. Obviously, the drawings described below are only some embodiments of the application, and other drawings can be obtained by those skilled in the art without creative labor.

[0019] Figure 1 is a structural schematic diagram of a straddle-type monorail vehicle shape and position detection table according to an embodiment of the application;

[0020] Figure 2 is a structural schematic diagram of another angle of a straddle-type monorail vehicle shape and position detection table according to an embodiment of the application;

[0021] Figure 3 is a local installation schematic diagram of a straddle-type monorail vehicle shape and position detection table and a monorail vehicle to be detected according to an embodiment of the application;

[0022] Figure 4It is another angle of the local installation schematic view of the straddle-type monorail vehicle shape position detection platform and the monorail vehicle to be detected according to the embodiment of the present application.

[0023] Figure 5 It is a flow schematic view of the straddle-type monorail vehicle posture adjustment method according to the embodiment of the present application.

[0024] In the figure:

[0025] 1, detection platform main body; 2, steel plate facade; 3, reinforcing rib plate; 4, central computing module. DETAILED DESCRIPTION

[0026] To further illustrate the embodiments, the present application provides drawings which are part of the disclosure of the present application, mainly used to illustrate the embodiments, and can be used to explain the operating principle of the embodiments in conjunction with the related description of the specification. With reference to these contents, those skilled in the art should be able to understand other possible implementations and advantages of the present application. The components in the figure are not drawn to scale, and similar component symbols are generally used to represent similar components.

[0027] According to the embodiment of the present application, a straddle-type monorail vehicle shape position detection platform and a vehicle posture adjustment method are provided.

[0028] The present application will be further described in conjunction with the drawings and specific embodiments, as shown in Figures 1-4 According to one embodiment of the present application, a straddle-type monorail vehicle shape position detection platform is provided, which comprises:

[0029] The detection platform main body 1 is set as a steel hollow beam structure, used for installing the monorail vehicle body to be detected and providing a measurement platform;

[0030] The steel plate facade 2 is arranged on both sides of the detection platform main body 1, used for arranging lateral sensor mounting positions and wiring channels;

[0031] The reinforcing rib plate 3 is arranged inside the steel hollow beam structure, used for improving rigidity and overall stability;

[0032] The central computing module is arranged in the industrial control box 4 inside the steel hollow beam structure, used for laser signal processing, error analysis and posture parameter calculation;

[0033] The front bogie sensor module is arranged at the front bogie position of the monorail vehicle body to be detected, used for real-time measurement of the relative position and attitude change of the front bogie;

[0034] The rear bogie sensor module is arranged at the rear bogie position of the monorail vehicle body to be detected, used for real-time measurement of the relative position and attitude change of the rear bogie;

[0035] The car body bottom sensor module is arranged at the bottom of the monorail car body to be detected and is used to measure the vertical height value between the car body bottom and the detection platform main body.

[0036] In one embodiment, the steel hollow beam structure is in the form of a rectangular box structure as a whole, the top surface is a closed flat steel plate for the running wheels of the monorail car body to be detected, the top surface and the two side top portions of the steel hollow beam structure are provided with a plurality of laser sensor opening channels, and the bottom is fixed to the concrete foundation through the preset foundation bolt holes; the steel plate vertical surface 2 is used to contact and cooperate with the guide wheels and the stabilizing wheels of the monorail car body to be detected to form a limiting constraint; the laser sensors in the front bogie sensor module, the rear bogie sensor module and the car body bottom sensor module are embedded in the laser sensor opening channels and are fixed through the flange or the plug-in plate.

[0037] In one embodiment, the front bogie sensor module comprises: a first laser sensor B1 arranged at the guide wheel position on the left side of the front end of the front bogie of the monorail car body to be detected, used to measure the lateral distance between the guide wheel and the side surface of the steel hollow beam structure; a second laser sensor B2 arranged at the guide wheel position on the right side of the front end of the front bogie of the monorail car body to be detected, used to measure the lateral distance between the guide wheel and the side surface of the steel hollow beam structure; a fifth laser sensor B5 arranged at the guide wheel position on the left side of the rear end of the front bogie of the monorail car body to be detected, used to measure the lateral distance between the guide wheel and the side surface of the steel hollow beam structure; a sixth laser sensor B6 arranged at the guide wheel position on the right side of the rear end of the front bogie of the monorail car body to be detected, used to measure the lateral distance between the guide wheel and the side surface of the steel hollow beam structure; a third laser sensor B3 arranged at the stabilizing wheel position on the left side of the front bogie of the monorail car body to be detected, used to measure the lateral distance between the stabilizing wheel and the side surface of the steel hollow beam structure; and a fourth laser sensor B4 arranged at the stabilizing wheel position on the right side of the front bogie of the monorail car body to be detected, used to measure the lateral distance between the stabilizing wheel and the side surface of the steel hollow beam structure.

[0038] In one embodiment, the rear bogie sensor module includes: a seventh laser sensor B7, located at the guide wheel position on the left front end of the rear bogie of the monorail car body to be tested, for measuring the lateral distance between the guide wheel and the side of the steel hollow beam structure; an eighth laser sensor B8, located at the guide wheel position on the right front end of the rear bogie of the monorail car body to be tested, for measuring the lateral distance between the guide wheel and the side of the steel hollow beam structure; and an eleventh laser sensor B11, located at the guide wheel position on the left rear end of the rear bogie of the monorail car body to be tested, for measuring the lateral distance between the guide wheel and the side of the steel hollow beam structure. The lateral distance between the sides of the core beam structure; the twelfth laser sensor B12, located at the guide wheel position on the right side of the rear end of the bogie of the monorail car body under test, is used to measure the lateral distance between the guide wheel and the side of the steel hollow beam structure; the ninth laser sensor B9, located at the stabilizing wheel position on the left side of the rear bogie of the monorail car body under test, is used to measure the lateral distance between the stabilizing wheel and the side of the steel hollow beam structure; the tenth laser sensor B10, located at the stabilizing wheel position on the right side of the rear bogie of the monorail car body under test, is used to measure the lateral distance between the stabilizing wheel and the side of the steel hollow beam structure.

[0039] In one embodiment, the vehicle body bottom sensor module includes: a first vehicle body laser sensor C1, located at the front left corner of the bottom of the monorail vehicle body to be tested, for measuring the vertical height between the front left corner of the vehicle body and the top surface of the steel hollow beam structure; a second vehicle body laser sensor C2, located at the front right corner of the bottom of the monorail vehicle body to be tested, for measuring the vertical height between the front right corner of the vehicle body and the top surface of the steel hollow beam structure; a third vehicle body laser sensor C3, located at the rear left corner of the bottom of the monorail vehicle body to be tested, for measuring the vertical height between the rear left corner of the vehicle body and the top surface of the steel hollow beam structure; and a fourth vehicle body laser sensor C4, located at the rear right corner of the bottom of the monorail vehicle body to be tested, for measuring the vertical height between the rear right corner of the vehicle body and the top surface of the steel hollow beam structure.

[0040] Specifically, the main body 1 of the testing platform in this invention is a hollow steel beam structure, possessing sufficient bending stiffness and overall stability. The hollow beam has a rectangular box-like structure, with a closed, flat steel plate on the top surface for the wheels of the monorail vehicle to be tested and an opening channel for laser sensors; the two sides are steel plate facades 2, providing mounting positions for lateral sensors and wiring channels; the bottom is fixed to a concrete foundation via pre-set anchor bolt holes, ensuring good connection rigidity and stable, reliable operation. To improve rigidity and expandability, reinforcing ribs 3 are installed inside the hollow beam, and standard interfaces are reserved on the top and sides to adapt to different vehicle models and testing modules, forming a highly versatile and high-precision measurement platform.

[0041] Specifically, this invention uses a total of 16 laser sensors to measure in real time the spatial relative position and attitude changes between the monorail car body under test and the front and rear bogies, such as... Figure 1 and Figure 2As shown in the figure; wherein: 6 laser sensors are arranged at the front bogie sensor module (B1-B6: the first laser sensor B1, the second laser sensor B2, the fifth laser sensor B5, the sixth laser sensor B6 correspond to the guide wheel mounting position, and the third laser sensor B3 and the fourth laser sensor B4 correspond to the stabilizing wheel mounting position); 6 laser sensors are arranged at the rear bogie sensor module (the seventh laser sensor B7, the eighth laser sensor B8, the eleventh laser sensor B11, the twelfth laser sensor B12 correspond to the guide wheel mounting position, and the ninth laser sensor B9 and the tenth laser sensor B10 correspond to the stabilizing wheel mounting position); 4 laser sensors are arranged at the bottom of the vehicle body sensor module (the first vehicle body laser sensor C1, the second vehicle body laser sensor C2, the third vehicle body laser sensor C3, and the fourth vehicle body laser sensor C4); each sensor is embedded in the laser sensor opening channel on the corresponding steel hollow beam structure and is fixed by flange or plug-in plate to ensure stable installation and repeated positioning; all sensors use industrial-grade laser ranging modules to output high-precision distance information.

[0042] Specifically, the present application particularly considers the structural matching relationship between the straddle-type monorail vehicle and the detection platform body. The monorail vehicle body to be detected is placed on the top platform of the detection platform body 1 through the running wheels, and the guide wheels and the stabilizing wheels contact the two side steel plate vertical surfaces 2 to truly simulate the structural cooperation in the running state, as shown in Figure 3 and Figure 4 The detection platform body 1 is provided with laser sensors according to the structural size of the bogie of the monorail vehicle body to be detected, and high-precision attitude measurement and assembly assistance can be achieved without rigid connection.

[0043] As shown in Figure 5 According to another embodiment of the present application, a straddle-type monorail vehicle attitude adjustment method is also provided, which comprises:

[0044] S1, collecting the data of the monorail vehicle body to be detected through the bottom sensor module of the vehicle body, the front bogie sensor module and the rear bogie sensor module, and inputting the central calculation module;

[0045] S2, based on the central calculation module, calculating the heave height, roll angle and nodding angle of the monorail vehicle body to be detected and the yaw angle and roll angle of the front and rear bogies through the attitude reconstruction algorithm to obtain the vehicle body attitude parameters and the bogie attitude parameters;

[0046] S3, determining the generalized displacement vector according to the vehicle body attitude parameters and the bogie attitude parameters, and deducing the system total stiffness matrix through the introduction of the structural bias parameters of the guide wheels and the stabilizing wheels to establish the static equilibrium equation;

[0047] S4, based on the static equilibrium equation, a target function is constructed to minimize the generalized force residual in the direction of several degrees of freedom of the monorail car body to be detected, and the thickness adjustment amount of each support point is solved to realize the attitude adjustment of the monorail car body to be detected.

[0048] Specifically, the displacement data collected by all laser sensors in the application is input through a central calculation module; the central calculation module, as the core control unit of the application, is packaged in an industrial control box 4 inside the steel hollow beam structure, installed on the middle or side structure of the steel hollow beam structure, and rigidly connected with the steel hollow beam structure through anti-seismic supports. This module integrates laser signal processing, error analysis and attitude parameter calculation functions, and is connected with the upper computer or human-machine interface through Ethernet or USB interface, realizing the intelligentization, visualization and closed-loop control of the detection process. The central calculation module is embedded with attitude reconstruction algorithms (such as spatial rigid body attitude fitting, least squares method, etc.), which realizes the attitude calculation between the monorail car body to be detected and the front and rear bogies (i.e. the heave height, roll angle and nodding angle of the monorail car body to be detected, and the yaw angle and roll angle of the front and rear bogies).

[0049] In one embodiment, calculating the heave height, roll angle and nodding angle of the monorail car body to be detected and the yaw angle and roll angle of the front and rear bogies by the attitude reconstruction algorithm comprises: based on the vertical height of the four corner points collected by the car body bottom sensor module, the car body heave height is calculated to obtain the vertical displacement of the car body centroid; according to the vertical height difference of the left and right side corner points collected by the car body bottom sensor module and the ratio of the detection table main body width, the car body roll angle is calculated by the inverse tangent function to represent the rotation amount of the car body around the longitudinal axis; based on the vertical height difference of the front and rear side corner points collected by the car body bottom sensor module and the ratio of the detection table main body length, the car body nodding angle is calculated by the inverse tangent function to represent the rotation amount of the car body around the transverse axis; according to the difference of the same side guide wheel position data collected by the front bogie sensor module and the rear bogie sensor module and the ratio of the longitudinal span between the sensors, the yaw angle of the front and rear bogies is calculated by the inverse tangent function; according to the difference of the guide wheel and stabilizer wheel position data collected by the front bogie sensor module and the rear bogie sensor module and the ratio of the height difference between the sensors, the roll angle of the front and rear bogies is calculated by the inverse tangent function.

[0050] Specifically, the calculation details of the attitude reconstruction algorithm in the application include:

[0051] 1) Calculate the attitude parameters of the car body using four bottom surface laser ranging points:

[0052] In order to estimate the attitude change (heave height, roll angle, nodding angle) of a car body placed on the top beam surface of a steel hollow beam structure, four corner laser ranging sensors are arranged at the bottom of the car body to measure the vertical height value hA ,h B ,h C ,h D (sequentially measured by sensors C1-C4). In the formula, L is the length of the steel hollow beam structure (in the x-axis direction); B is the width of the steel hollow beam structure (in the y-axis direction); the train advancing direction is defined as the positive direction of the x-axis, and the left side of the running direction is the positive direction of the y-axis.

[0053] Four measuring points are defined as follows:

[0054] Point A: front left corner (coordinates are );

[0055] Point B: front right corner (coordinates are );

[0056] Point C: rear right corner (coordinates are );

[0057] Point D: rear left corner (coordinates are );

[0058] Since the core goal of the straddle-type monorail vehicle body posture adjustment is to achieve overall horizontal state control, the application selects "heave height, roll angle, nodding angle" as the main description of the vehicle body posture, which respectively corresponds to the overall vertical displacement, lateral tilt and longitudinal tilt of the vehicle body. These three parameters can completely represent the horizontal posture state of the vehicle body, which has clear physical meaning and is convenient for engineering adjustment, and constitutes the basis input of the system posture recognition and adjustment.

[0059] The posture solving and adjustment concept proposed in this application is not directly adopted from industry standards or existing technical formulas, but is derived through the following innovative concepts in combination with the structural characteristics of the straddle-type monorail vehicle, platform layout conditions and actual assembly accuracy requirements:

[0060] I. Heave height:

[0061] The vertical displacement at the centroid of the cuboid (i.e. overall height) is calculated as follows:

[0062]

[0063] II. Roll angle (around X-axis):

[0064] Describes the degree of tilt in the left-right direction (lateral tilt):

[0065]

[0066] III. Nodding angle (around Y-axis):

[0067] Describes the degree of tilt in the front-back direction (longitudinal tilt):

[0068]

[0069] 2) Calculate the attitude parameters of the bogie by using six side laser height points:

[0070] In order to estimate the attitude change (roll angle, yaw angle) of a bogie placed on the beam surface, the laser ranging sensor is arranged at the positions of the guide wheel and the stabilizing wheel, and the height value l of the distance from the beam side is measured A ,l B ,l C ,l D ,l E ,l F (measured by B1, B2, B5, B6, B3, and B4 respectively). In the formula, L1 is the longitudinal span of the two sensor arrangements; H1 is the height difference between the guide wheel position sensor and the top surface of the beam; and H2 is the height difference between the stabilizing wheel position sensor and the top surface of the beam.

[0071] Calculate the yaw angle of the front bogie:

[0072]

[0073] Calculate the roll angle of the front bogie:

[0074]

[0075] Specifically, the vehicle attitude adjustment method realizes linear dynamics modeling and attitude fine adjustment control of the railway vehicle system, and derives the motion equation of the multi-degree-of-freedom vehicle structure based on Lagrange equation. The modeling objects include the car body (vertical, roll and pitch of the mass center) and the front and rear bogies (each vertical and roll), a total of 7 generalized force residual coordinates, to obtain the generalized displacement vector q=(z c ,φ c ,θ c ,z bf ,φ bf ,z br ,φ br ). In the system dynamics modeling, the guide wheel and stabilizing wheel structure bias parameters (d1-d8) are introduced, for the purpose of simplifying the solution and focusing on the vehicle attitude adjustment problem, the inertia force and damping force of the system are ignored, only the stiffness response derived from the potential energy term is retained, thereby establishing the static equilibrium equation, and the expression of the static equilibrium equation is:

[0076] Kq=F;

[0077]

[0078] In the formula, K is the total stiffness matrix of the vehicle attitude adjustment method; q is the generalized displacement vector; F is the equivalent external load vector; T roll and Tpitch These are the eccentric loading moments for side rolling and nose-nodding, respectively; K pz K represents the radial stiffness of the running wheel, used to characterize the vertical support performance of the wheelset; sz and K sy These are the vertical and lateral stiffnesses of the secondary suspension vehicle attitude adjustment method, used to describe the elastic support characteristics between the car body and the bogie; K gy K represents the radial stiffness of the guide wheel on a single-sided bogie. st The radial stiffness of the stabilizing wheels is used to describe the constraint capability of the auxiliary wheel system on the vehicle's attitude. In terms of geometric parameters, h1 is the height of the vehicle's center of gravity relative to the secondary suspension, h2 is the height from the upper support surface of the secondary suspension to the rail surface, h3 is the height from the bogie's center of gravity to the rail surface, and h4 and h5 are the heights of the guide wheel and stabilizing wheel centers relative to the bogie's center of gravity, respectively; l1 is the lateral distance between the running wheels, and l2 is the lateral distance between the centerlines of the secondary suspension. This invention utilizes this static equilibrium equation to describe the quasi-static equilibrium relationship of the vehicle structure under the action of external control torque and the lateral constraints of the guide / stabilizing wheels, thus forming the basis for subsequent parameter optimization and attitude adjustment calculations.

[0079] In one embodiment, the structural offset parameters of the guide wheel and the stabilizing wheel include the adjustment thickness of the right side shim of the front guide wheel, the adjustment thickness of the left side shim of the front guide wheel, the adjustment thickness of the right side shim of the front stabilizing wheel, the adjustment thickness of the left side shim of the front stabilizing wheel, the adjustment thickness of the right side shim of the rear guide wheel, the adjustment thickness of the left side shim of the rear guide wheel, the adjustment thickness of the right side shim of the rear stabilizing wheel, and the adjustment thickness of the left side shim of the rear stabilizing wheel.

[0080] In one embodiment, an objective function is constructed with the goal of minimizing the generalized force residuals in several degrees of freedom directions of the monorail vehicle body to be tested, and the adjustment amount of the shim thickness at each support point is obtained by solving the function.

[0081] Based on the static equilibrium equation, the current attitude of the monorail vehicle to be tested is compared with the target attitude to determine the attitude difference of the monorail vehicle to be tested.

[0082] An objective function is constructed with the square of the Euclidean norm of the generalized force residuals in the three degrees of freedom directions of the monorail body to be tested (height of buoyancy, roll angle, and nose-up angle) as the optimization index.

[0083] Set initial values ​​for the shim adjustment thickness of the right side of the front guide wheel, the left side of the front guide wheel, the right side of the front stabilizer wheel, the left side of the front stabilizer wheel, the right side of the rear guide wheel, the left side of the rear guide wheel, the right side of the rear stabilizer wheel, and the left side of the rear stabilizer wheel, and construct constraints for the shim adjustment thickness.

[0084] The thickness of each shim is adjusted to minimize the objective function until the convergence accuracy requirement is met.

[0085] According to the solved thickness of each gasket, the adjusting gaskets are inserted into the mounting contact surfaces of the monorail vehicle body and bogie to be detected to realize the attitude adjustment of the monorail vehicle body to be detected.

[0086] Specifically, on the basis of the static equilibrium equation, the target function is further constructed to realize the accurate control of the vehicle body attitude (pitch angle and roll angle), and the square of the Euclidean norm of the three generalized force residuals of the front end of the vehicle body is taken as the optimization index. The fmincon function in MATLAB is used to optimize and solve the bias parameters d1-d8 (right side of the front guide wheel, left side of the front guide wheel, right side of the front stabilizer wheel, left side of the front stabilizer wheel, right side of the rear guide wheel, left side of the rear guide wheel, right side of the rear stabilizer wheel, and left side of the rear stabilizer wheel), and the optimal configuration of the structure attitude adjustment parameters is obtained, so that the attitude adjustment control strategy design under the minimum residual is realized. The modeling and optimization method has clear physical meaning, good adjustability and strong engineering applicability, and is suitable for the rapid solution and structure feedback correction of various attitude control parameters in the actual vehicle attitude adjustment test platform.

[0087] Specifically, to realize high-precision adjustment of the vehicle body attitude (vertical height, pitch angle, and roll angle), the mapping relationship between the vehicle body / bogie attitude error and the thickness of each support point gasket (d1-d8) is established on the basis of the static equilibrium equation. By measuring the difference between the current attitude and the target attitude Δq, and combining the system stiffness matrix and the equivalent force model of each support point, an optimization problem is constructed with the minimum generalized force residual as the target, and the optimal gasket increment is solved by using a numerical method (such as fmincon in MATLAB). This process constitutes a closed-loop adjustment mechanism: "attitude measurement → error calculation → gasket optimization → physical adjustment → attitude re-measurement", which can converge to an attitude solution that meets the tolerance within a limited number of iterations, realizing fine attitude control of the vehicle during assembly or debugging.

[0088] Specifically, according to the error calculation results, the system can automatically generate recommended gasket thickness values and installation suggestions for each connection point; replaceable support gasket seats are provided on the mounting contact surfaces of the vehicle body and bogie for quick insertion of standard thickness adjusting gaskets to realize fine adjustment of the vehicle attitude; the gaskets can be made of metal or composite materials, and the thickness is designed in 0.1mm-2mm grades to meet the fine adjustment requirements.

[0089] In order to facilitate the understanding of the above technical solutions of the present application, the following takes a straddle-type monorail vehicle system as an example for specific description as follows:

[0090] To verify the effectiveness of the attitude adjustment method of the present application, in this embodiment, a monorail vehicle system is taken as an example, and a 7-DOF linear dynamics model including a monorail vehicle body to be detected and front bogie / rear bogie (each having vertical and lateral freedom) is constructed. The Lagrange equation is used to establish the expressions of the kinetic energy, potential energy and damping energy of the system, the generalized motion equation is derived, and the total stiffness matrix and generalized displacement vector of the system are extracted, and then the static equilibrium equation is formed. Among them, the equivalent external load vector explicitly contains 8 optimization variables corresponding to the structural bias parameters of the guide wheels and stabilizing wheels, i.e. the right side gasket adjustment thickness of the front guide wheel, the left side gasket adjustment thickness of the front guide wheel, the right side gasket adjustment thickness of the front stabilizing wheel, the left side gasket adjustment thickness of the front stabilizing wheel, the right side gasket adjustment thickness of the rear guide wheel, the left side gasket adjustment thickness of the rear guide wheel, the right side gasket adjustment thickness of the rear stabilizing wheel and the left side gasket adjustment thickness of the rear stabilizing wheel. The specific monorail vehicle structure parameters used in this embodiment (as shown in Table 1) include the mass, moment of inertia and key structure size of each component.

[0091] Table 1 monorail vehicle structure parameter table

[0092]

[0093] In this embodiment, it is assumed that the current nodding angle, roll angle and sink height of the monorail vehicle body to be detected have deviations, resulting in residual forces in the front three generalized freedom directions. In order to realize attitude correction, the present application constructs an objective function with the minimum generalized force residual in the several freedom directions of the monorail vehicle body to be detected as the target, and constructs the following nonlinear minimization problem:

[0094]

[0095] The objective function takes the squared Euclidean norm of the generalized force residual in the three freedom directions of the sink height, roll angle and nodding angle of the monorail vehicle body to be detected as the optimization index.

[0096] Therefore, first, based on symbolic derivation and static equilibrium equation solving, the symbolic function expression of q is extracted, and the matlabFunction in MATLAB is used to generate a function handle that can be used for numerical optimization. Subsequently, the fmincon optimizer (based on SQP algorithm) in MATLAB is used for numerical solving, and the initial value of the gasket adjustment thickness of the front guide wheel right side, the front guide wheel left side, the front stabilizing wheel right side, the front stabilizing wheel left side, the rear guide wheel right side, the rear guide wheel left side, the rear stabilizing wheel right side and the rear stabilizing wheel left side is set to d i = 0.4mm, and the optimal gasket thickness configuration d * ,...,d8 *The front end monorail car body generalized force residual is minimized in nodding angle, roll angle and vertical direction. The stiffness and damping parameters (as shown in Table 2) and external control torque input (as shown in Table 3) directly affect the final optimization result.

[0097] Table 2 Stiffness and damping parameters table

[0098] Parameter Symbol Value Meaning K pz ]]> 1.4 x 10 6 N / m Running wheel radial stiffness (single wheel) K sz ]] 2.75 x 10 5 N / m Secondary suspension vertical stiffness K sy ]]> 1.46 x 10 5 N / m Secondary suspension lateral stiffness K gy ]]> 5.3 x 10 5 N / m Steering wheel radial stiffness (single side) K st ]]> 5.3 x 10 5 N / m Stabilizer wheel radial stiffness K roll ]]> 0 Anti-roll bar stiffness (not currently active) C sz ]]> Not specified Air spring vertical damping

[0099] Table 3 External control torque input table

[0100] Parameter Symbol Value Meaning [CAT roll ]]> 39800 N-m External side roll control moment [CAT pitch ]]> 39800 N-m External pitch control moment

[0101] The optimized thickness (unit: m) of each pad is: -0.0141, -0.0141, -0.0477, -0.0477, -0.0141, -0.0141, -0.0477, -0.0477.

[0102] The results show that the high-precision control of the front end nodding angle, roll angle and heave height of the monorail car body to be detected can be realized by adjusting the thickness of the eight pads of the guide wheel and the stabilizing wheel, and the residual force is reduced to 10 -5 orders of magnitude, verifying the effectiveness of the posture reconstruction algorithm and the posture adjustment method constructed by the application. The optimization process can be directly embedded in the straddle-type monorail vehicle shape and position detection platform to realize automatic posture adjustment and structure consistency adjustment before the monorail vehicle is put into operation.

[0103] The above only describes the preferred embodiments of the application and is not intended to limit the application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principles of the application shall be included in the protection scope of the application.

Claims

1. A straddle-type monorail vehicle form position detection table, characterized by, The utility model relates to a kind of single-track vehicle detection platform, including: Detection platform body is set as steel hollow beam structure, for installing the single-track vehicle body to be detected and provides measuring platform; Steel plate facade is set in the both sides of detection platform body, for laying lateral sensor installation site and wiring channel; Reinforcing rib plate is set in the steel hollow beam structure inside, for improving rigidity and overall stability; Center calculation module is set in the industrial control box inside the steel hollow beam structure, for laser signal processing, error analysis and attitude parameter calculation; Front bogie sensor module is set at the front bogie position of single-track vehicle body to be detected, for measuring the relative position and attitude change of front bogie in real time; Rear bogie sensor module is set at the rear bogie position of single-track vehicle body to be detected, for measuring the relative position and attitude change of rear bogie in real time; Vehicle body bottom sensor module is set at the vehicle body bottom of single-track vehicle body to be detected, for measuring the vertical height value between vehicle body bottom and detection platform body.

2. The straddle-type monorail vehicle form detection table according to claim 1, characterized by The steel hollow beam structure is overall rectangular box type structure, top surface is closed flat steel plate, for the running wheel of single-track vehicle body to be detected to fall; The top surface and both sides top of the steel hollow beam structure are provided with a plurality of laser sensor opening channels, and the bottom is fixed to concrete foundation through pre-set anchor bolt hole; The steel plate facade is used for contact cooperation with the guide wheel and stabilizing wheel of single-track vehicle body to be detected, to form limiting constraint; The laser sensor in the front bogie sensor module, rear bogie sensor module and vehicle body bottom sensor module is embedded in the laser sensor opening channel, and is fixed by flange or plugboard.

3. The straddle-type monorail vehicle form detection table according to claim 2, characterized by The front bogie sensor module includes: First laser sensor is set at the guide wheel position of left side of front end of front bogie of single-track vehicle body to be detected, for measuring the lateral distance between guide wheel and steel hollow beam structure side; Second laser sensor is set at the guide wheel position of right side of front end of front bogie of single-track vehicle body to be detected, for measuring the lateral distance between guide wheel and steel hollow beam structure side; Fifth laser sensor is set at the guide wheel position of left side of rear end of front bogie of single-track vehicle body to be detected, for measuring the lateral distance between guide wheel and steel hollow beam structure side; Sixth laser sensor is set at the guide wheel position of right side of rear end of front bogie of single-track vehicle body to be detected, for measuring the lateral distance between guide wheel and steel hollow beam structure side; Third laser sensor is set at the stabilizing wheel position of left side of front bogie of single-track vehicle body to be detected, for measuring the lateral distance between stabilizing wheel and steel hollow beam structure side; Fourth laser sensor is set at the stabilizing wheel position of right side of front bogie of single-track vehicle body to be detected, for measuring the lateral distance between stabilizing wheel and steel hollow beam structure side.

4. The straddle-type monorail vehicle form detection table according to claim 2, characterized by The rear bogie sensor module includes: Seventh laser sensor is set at the guide wheel position of left side of front end of rear bogie of single-track vehicle body to be detected, for measuring the lateral distance between guide wheel and steel hollow beam structure side; Eighth laser sensor is set at the guide wheel position of right side of front end of rear bogie of single-track vehicle body to be detected, for measuring the lateral distance between guide wheel and steel hollow beam structure side; The eleventh laser sensor is arranged at a guide wheel position on the left side of the rear bogie of the monorail vehicle body to be detected and is used for measuring the lateral distance between the guide wheel and the side surface of the steel hollow beam structure; The twelfth laser sensor is arranged at a guide wheel position on the right side of the rear bogie of the monorail vehicle body to be detected and is used for measuring the lateral distance between the guide wheel and the side surface of the steel hollow beam structure; The ninth laser sensor is arranged at a stabilizer wheel position on the left side of the rear bogie of the monorail vehicle body to be detected and is used for measuring the lateral distance between the stabilizer wheel and the side surface of the steel hollow beam structure; The tenth laser sensor is arranged at a stabilizer wheel position on the right side of the rear bogie of the monorail vehicle body to be detected and is used for measuring the lateral distance between the stabilizer wheel and the side surface of the steel hollow beam structure.

5. The straddle-type monorail vehicle form detection table according to claim 2, characterized by The vehicle body bottom sensor module comprises: The first vehicle body laser sensor is arranged at a bottom front left corner position of the monorail vehicle body to be detected and is used for measuring the vertical height between the front left corner of the vehicle body and the top surface of the steel hollow beam structure; The second vehicle body laser sensor is arranged at a bottom front right corner position of the monorail vehicle body to be detected and is used for measuring the vertical height between the front right corner of the vehicle body and the top surface of the steel hollow beam structure; The third vehicle body laser sensor is arranged at a bottom rear left corner position of the monorail vehicle body to be detected and is used for measuring the vertical height between the rear left corner of the vehicle body and the top surface of the steel hollow beam structure; The fourth vehicle body laser sensor is arranged at a bottom rear right corner position of the monorail vehicle body to be detected and is used for measuring the vertical height between the rear right corner of the vehicle body and the top surface of the steel hollow beam structure.

6. A method for adjusting the posture of a straddle-type monorail vehicle, which is implemented by using the straddle-type monorail vehicle form and position detection table according to any one of claims 1 to 5, characterized by, Comprise: Collecting data of the monorail vehicle body to be detected through the vehicle body bottom sensor module, the front bogie sensor module and the rear bogie sensor module and inputting the central calculation module; Based on the central calculation module, calculating the heave height, roll angle and nodding angle of the monorail vehicle body to be detected and the yaw angle and roll angle of the front and rear bogies through a pose reconstruction algorithm to obtain the vehicle body pose parameters and the bogie pose parameters; Determining a generalized displacement vector according to the vehicle body pose parameters and the bogie pose parameters, deriving a system total stiffness matrix through the Lagrange equation and establishing a static force balance equation by introducing the structural bias parameters of the guide wheels and the stabilizer wheels; Based on the static force balance equation, constructing an objective function taking the minimum of the generalized force residual in the direction of the several degrees of freedom of the monorail vehicle body to be detected as the target and solving to obtain the gasket thickness adjustment amount of each support point to realize the pose adjustment of the monorail vehicle body to be detected.

7. The straddle-type monorail vehicle posture adjustment method according to claim 6, characterized by, The calculating the heave height, roll angle and nodding angle of the monorail vehicle body to be detected and the yaw angle and roll angle of the front and rear bogies through the pose reconstruction algorithm comprises: Based on the vertical heights of the four corner points collected by the vehicle body bottom sensor module, solving the heave height of the vehicle body to obtain the vertical displacement of the vehicle body center of mass; According to the ratio of the vertical height difference between the left and right side corner points collected by the vehicle body bottom sensor module and the width of the detection table main body, calculating the vehicle body roll angle through the inverse tangent function to represent the rotation amount of the vehicle body around the longitudinal axis; Based on the ratio of the vertical height difference between the front and rear side corner points collected by the vehicle body bottom sensor module and the length of the detection table main body, calculating the vehicle body nodding angle through the inverse tangent function to represent the rotation amount of the vehicle body around the transverse axis; According to the ratio of the difference between the same side guide wheel position data collected by the front bogie sensor module and the rear bogie sensor module and the longitudinal span between the sensors, the front bogie and the rear bogie yaw angle is calculated by the inverse tangent function; According to the ratio of the difference between the guide wheel and the stabilizer wheel position data collected by the front bogie sensor module and the rear bogie sensor module and the height difference between the sensors, the front bogie and the rear bogie roll angle is calculated by the inverse tangent function.

8. The straddle-type monorail vehicle posture adjustment method according to claim 6, characterized by, The expression of the static balance equation is: Kq=F; where K is the total stiffness matrix of the system; q is the generalized displacement vector; F is the equivalent external load vector; T roll and T pitch are the side roll angle and the nodding angle biasing moment, respectively; K pz is the radial stiffness of the running wheel; K sz and K sy are the vertical stiffness and the lateral stiffness of the secondary suspension system, respectively; K gy is the radial stiffness of the guide wheel on the single side bogie; K st is the radial stiffness of the stabilizing wheel; h1 is the height of the vehicle body gravity center relative to the secondary suspension, h2 is the height of the secondary suspension upper support surface to the rail surface, h3 is the height of the bogie gravity center to the rail surface, h4 and h5 are the heights of the guide wheel and the stabilizing wheel center relative to the bogie gravity center, respectively; and l1 is the lateral distance of the running wheel, and l2 is the lateral distance of the secondary suspension center line.

9. The straddle-type monorail vehicle posture adjustment method according to claim 8, characterized by, The structural bias parameters of the guide wheel and the stabilizer wheel include the right side gasket adjustment thickness of the front guide wheel, the left side gasket adjustment thickness of the front guide wheel, the right side gasket adjustment thickness of the front stabilizer wheel, the left side gasket adjustment thickness of the front stabilizer wheel, the right side gasket adjustment thickness of the rear guide wheel, the left side gasket adjustment thickness of the rear guide wheel, the right side gasket adjustment thickness of the rear stabilizer wheel and the left side gasket adjustment thickness of the rear stabilizer wheel.

10. The straddle-type monorail vehicle posture adjustment method according to claim 6, characterized by, The target function is constructed to minimize the generalized force residual of the monorail car body in the direction of the to-be-detected degrees of freedom, and the gasket thickness adjustment amount of each support point is solved, including: Based on the static balance equation, the current attitude of the to-be-detected monorail car body is compared with the target attitude to determine the attitude difference of the to-be-detected monorail car body; The target function is constructed to minimize the Euclidean norm square of the generalized force residual of the to-be-detected monorail car body in the direction of the three degrees of freedom of the sinking height, the roll angle and the nodding angle; The initial values of the gasket adjustment thickness of the right side of the front guide wheel, the left side of the front guide wheel, the right side of the front stabilizer wheel, the left side of the front stabilizer wheel, the right side of the rear guide wheel, the left side of the rear guide wheel, the right side of the rear stabilizer wheel and the left side of the rear stabilizer wheel are set, and the constraint condition of the gasket adjustment thickness is constructed; The gasket adjustment thickness that minimizes the target function is solved until the convergence accuracy requirement is met; According to the solved gasket adjustment thickness, the adjusting gasket is inserted into the installation contact surface of the to-be-detected monorail car body and the bogie to realize the attitude adjustment of the to-be-detected monorail car body.

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