A method, device, equipment and rail vehicle for detecting a range of sweeping

Abstract

The application discloses a scanning range detection method, device and equipment and a railway vehicle, and relates to the technical field of rail transit. When the railway vehicle is running, the scanning range of the bogie can be determined according to the running parameters of the bogie and a pre-constructed offset calculation formula. The application provides a construction process of the bogie scanning offset calculation formula. Specifically, a reference coordinate system is established based on the track where the railway vehicle is located, offset influence parameters are determined according to the reference coordinate system, and an offset calculation formula is established according to the offset influence parameters, so that the blank of the special calculation method for the scanning range of the large-gradient rack rail drive bogie is filled. When the scanning range is greater than a preset range, alarm information representing that the scanning of the bogie is out of limit is output, the scanning out-of-limit detection and alarm of the large-gradient rack rail drive bogie are realized, and the safety of the large-gradient rack rail vehicle operation is improved.

Description

Technical Field

[0001] This application relates to the field of rail transit technology, and in particular to a scanning range detection method, device, equipment, and rail vehicle. Background Technology

[0002] During the operation of rail vehicles, to ensure that they do not interfere with other trackside equipment on the line, it is necessary to calculate the lateral and vertical sweep range of each part of the vehicle during operation. Currently, the sweep range is mainly calculated using the calculation method for metro train bogies in the existing limit standards. This method is applicable to urban rail vehicle bogies with primary suspension.

[0003] However, due to differences in operating conditions and transmission methods, the calculation methods and formulas for the sweep range of bogies on steep gradient rack vehicles also differ. Currently, there is no established calculation method for the sweep range of rack-driven bogies on steep gradients, nor is it possible to detect excessive sweep range of rack-driven bogies on steep gradients.

[0004] Given the above, how to solve the current problem of lacking a dedicated calculation method for the sweep range of geared bogies with large gradients, thus making it impossible to detect the sweep range, is an urgent issue for technicians in this field. Summary of the Invention

[0005] The purpose of this application is to provide a sweep range detection method, apparatus, equipment, and rail vehicle to solve the problem that there is currently no dedicated calculation method for the sweep range of a large-gradient geared bogie, which makes it impossible to detect the sweep range.

[0006] To address the aforementioned technical problems, this application provides a method for detecting scanning range, comprising:

[0007] When the rail vehicle is running, the operating parameters of the corresponding bogie are determined according to a preset cycle;

[0008] The sweep range of the bogie is determined based on the operating parameters and the pre-built offset calculation formula. The process of building the offset calculation formula includes: establishing a reference coordinate system based on the track where the rail vehicle is located; determining the offset influence parameters based on the reference coordinate system; and establishing the offset calculation formula based on the offset influence parameters.

[0009] Determine if the scanning range is greater than the preset range;

[0010] If so, output an alarm message indicating that the bogie sweep line has exceeded the limit.

[0011] On the one hand, a reference coordinate system is established based on the track where the rail vehicle is located, including:

[0012] The origin is defined as the point where the line connecting the rail surfaces intersects the vertical centerline of the rail; the line connecting the rail surfaces is perpendicular to the rail and tangent to the top plane of the rail.

[0013] Set the rail surface connection line as the horizontal axis, with the positive direction being to the right and the negative direction being to the left;

[0014] Set the vertical centerline as the ordinate axis, with the positive direction being upward and the negative direction being downward.

[0015] On the other hand, the offset influence parameters are determined based on the reference coordinate system, including:

[0016] Based on the reference coordinate system, determine the maximum track gauge, the minimum outer distance between wheelset flanges including maximum flange wear, bogie wheelbase, distance between the calculation point and adjacent axles, lateral deformation of the bogie primary train, lateral elastic deformation of the track, calculated passenger weight under asymmetrical load, gravitational acceleration, lateral displacement caused by crosswinds, height of the bogie primary train spring support surface from the rail surface, lateral manufacturing error of the wheelset, lateral manufacturing error of the bogie frame, lateral position difference of the track centerline, relative height error between the two rails, and relative height of the two rails. Elasticity change, car body weight, lateral acceleration, number of parallel primary springs on one side of the vehicle, vertical stiffness of primary springs in each axle box, lateral spacing of primary springs, height of car center of gravity from rail surface, vertical change due to wind, upward vertical manufacturing error of bogie frame, vertical position difference of track centerline, vertical dynamic deflection of bogie primary springs, total vertical change of primary springs, total vertical deformation of track, downward vertical manufacturing error of bogie frame, vertical height of calculation point from rail surface and lateral distance of calculation point from origin of reference coordinate system;

[0017] The calculation point is a point selected along the outer perimeter of the bogie section, representing the outermost contour of the rail vehicle bogie, and is used to calculate the maximum cross-sectional range reached by the rail vehicle bogie during operation.

[0018] On the other hand, an offset calculation formula is established based on the offset influence parameters, including:

[0019] A formula for calculating lateral offset is established based on the offset influence parameters. The specific formula is as follows:

[0020] ;

[0021] ;

[0022] in, This is the horizontal offset value. For maximum track gauge, This refers to the minimum outermost distance of the wheelset flange when the flange wear is at its maximum. For the bogie wheelbase, To calculate the distance between a point and its adjacent axis, This refers to the lateral deformation of the bogie's primary train. This represents the lateral elastic deformation of the track. To calculate passenger weight for load asymmetry, It is the acceleration due to gravity. This is lateral displacement caused by crosswinds. The height of the upper support surface of the primary spring of the bogie from the rail surface. For the lateral manufacturing error value of the wheelset, To determine the lateral manufacturing error value for the bogie frame, This represents the lateral elevation difference value of the line centerline. This represents the relative height error between the two rails. This represents the elastic change in the relative height of the two rails. For vehicle body weight, For lateral acceleration, The number of springs arranged side-by-side on one side of the vehicle. For each axle box, the vertical stiffness of the spring system is determined. The lateral spacing of a series of springs The height of the vehicle's center of gravity above the rail surface, To calculate the vertical height of the point from the rail surface, This is an additional coefficient for the gravitational tilt angle, which only contains one series of influences. This refers to the rolling stiffness of the entire vehicle's spring system.

[0023] On the other hand, an offset calculation formula is established based on the offset influence parameters, including:

[0024] Based on the offset influence parameters, a formula for calculating the vertical offset is established, as follows:

[0025] ;

[0026] ;

[0027] in, This is the vertical offset value. For the bogie wheelbase, To calculate the distance between a point and its adjacent axis, To calculate passenger weight for load asymmetry, It is the acceleration due to gravity. The vertical change caused by wind. The height of the upper support surface of the primary spring of the bogie from the rail surface. To determine the vertical error value for the bogie frame, This represents the vertical elevation difference of the line centerline. This represents the relative height error between the two rails. This represents the elastic change in the relative height of the two rails. For vehicle body weight, For lateral acceleration, The vertical dynamic deflection of the primary spring of the bogie. The number of springs arranged side-by-side on one side of the vehicle. For each axle box, the vertical stiffness of the spring system is determined. The lateral spacing of a series of springs The height of the vehicle's center of gravity above the rail surface, To calculate the lateral distance of a point from the origin of the reference coordinate system, This is an additional coefficient for the gravitational tilt angle, which only contains one series of influences. This refers to the rolling stiffness of the entire vehicle's spring system.

[0028] On the other hand, an offset calculation formula is established based on the offset influence parameters, including:

[0029] Based on the offset influence parameters, a formula for calculating the vertical offset is established, as follows:

[0030] ;

[0031] ;

[0032] in, This is the vertical downward offset value. For the bogie wheelbase, To calculate the distance between a point and its adjacent axis, This represents the total vertical change of a series of springs. This represents the total vertical deformation of the track. Calculating passenger weight for load asymmetry. It is the acceleration due to gravity. The vertical change caused by wind. The height of the upper support surface of the primary spring of the bogie from the rail surface. To determine the vertical error value for the bogie frame, This represents the vertical elevation difference of the line centerline. This represents the relative height error between the two rails. This represents the elastic change in the relative height of the two rails. For vehicle body weight, For lateral acceleration, The vertical dynamic deflection of the primary spring of the bogie. The number of springs arranged side-by-side on one side of the vehicle. For each axle box, the vertical stiffness of the spring system is determined. The lateral spacing of a series of springs The height of the vehicle's center of gravity above the rail surface, To calculate the lateral distance of a point from the origin of the reference coordinate system, This is an additional coefficient for the gravitational tilt angle, which only contains one series of influences. This refers to the rolling stiffness of the entire vehicle's spring system.

[0033] On the other hand, the sweep range of the bogie is determined based on operating parameters and a pre-built offset calculation formula, including:

[0034] Obtain pre-built formulas for calculating unsprung offset, wheel flange offset, tread offset, lateral offset, vertical offset, and vertical downward offset.

[0035] Based on the operating parameters, the formulas for calculating unsprung offset, wheel flange offset, tread offset, lateral offset, vertical offset, and vertical downward offset, determine the corresponding offsets of the bogie.

[0036] The sweep range of the bogie is determined based on each offset.

[0037] To address the aforementioned technical problems, this application also provides a scanning range detection device, comprising:

[0038] The first determining module is used to determine the operating parameters of the corresponding bogie according to a preset cycle when the rail vehicle is running;

[0039] The second determining module is used to determine the sweep range of the bogie based on the operating parameters and the pre-built offset calculation formula. The process of building the offset calculation formula includes: establishing a reference coordinate system based on the track where the rail vehicle is located; determining the offset influence parameters based on the reference coordinate system; and establishing the offset calculation formula based on the offset influence parameters.

[0040] The judgment module is used to determine whether the scanning range is greater than the preset range; if so, the alarm module is triggered.

[0041] The alarm module is used to output alarm information indicating that the bogie sweeping network exceeds the limit.

[0042] To address the aforementioned technical problems, this application also provides a scanning range detection device, comprising:

[0043] Memory, used to store computer programs;

[0044] A processor is used to implement the steps of the above-described scanning range detection method when executing a computer program.

[0045] To address the aforementioned technical problems, this application also provides a rail vehicle, including a scanning range detection device; wherein the scanning range detection device is installed on the body of the rail vehicle, and the body of the rail vehicle is connected to the bogie of the rail vehicle via a suspension system.

[0046] The sweep range detection method provided in this application can determine the sweep range of the bogie based on the bogie's operating parameters and a pre-built offset calculation formula when the rail vehicle is running. Specifically, this solution provides the construction process of the bogie sweep offset calculation formula. A reference coordinate system is established based on the rail where the rail vehicle is located. Offset influence parameters are determined based on the reference coordinate system, and an offset calculation formula is established based on these parameters. This fills the gap in dedicated calculation methods for the sweep range of bogies with large gradient racks. When the sweep range exceeds the preset range, an alarm message indicating that the bogie sweep range has exceeded the limit is output, realizing the detection and alarm of sweep range exceeding the limit for bogies with large gradient racks, and improving the safety of high-gradient rack vehicle operation.

[0047] In addition, this application also provides a scanning range detection device, equipment and rail vehicle, with the same effect as above. Attached Figure Description

[0048] To more clearly illustrate the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0049] Figure 1 A flowchart of a scanning range detection method provided in an embodiment of this application;

[0050] Figure 2 A schematic diagram of the reference coordinate system provided in the embodiments of this application;

[0051] Figure 3 A schematic diagram of a rack and pinion vehicle suspension model provided in an embodiment of this application;

[0052] Figure 4 A schematic diagram of the bogie level provided in the embodiments of this application;

[0053] Figure 5 A schematic diagram of the steering frame nodding during operation, provided in an embodiment of this application;

[0054] Figure 6 A schematic diagram showing the bogie frame looking up during operation, provided in an embodiment of this application.

[0055] Figure 7 A schematic diagram of bogie translation provided in an embodiment of this application;

[0056] Figure 8 This is a schematic diagram of a bogie yaw mechanism provided in an embodiment of this application;

[0057] Figure 9This is a schematic diagram of a scanning range detection device provided in an embodiment of this application;

[0058] Figure 10 This is a schematic diagram of a scanning range detection device provided in an embodiment of this application. Detailed Implementation

[0059] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of this application.

[0060] The core of this application is to provide a sweep range detection method, device, equipment, and rail vehicle to solve the problem that there is currently no dedicated calculation method for the sweep range of a large-gradient geared bogie, which makes it impossible to detect the sweep range.

[0061] To enable those skilled in the art to better understand the present application, the present application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0062] Figure 1 This is a flowchart illustrating a scanning range detection method provided in an embodiment of this application. Figure 1 As shown, the method includes:

[0063] S10: When the rail vehicle is running, the operating parameters of the corresponding bogie are determined according to the preset cycle.

[0064] Specifically, when the rail vehicle is running, that is, when a high-gradient rack-and-pinion vehicle is running, the operating parameters of the corresponding bogie are determined according to a preset cycle. It should be noted that this embodiment does not limit the size of the preset cycle; it depends on the specific implementation. This embodiment also does not limit the specific operating parameters of the bogie that need to be collected; it depends on the specific implementation.

[0065] S11: Determine the sweep range of the bogie based on the operating parameters and the pre-built offset calculation formula.

[0066] The process of constructing the offset calculation formula includes: establishing a reference coordinate system based on the track where the rail vehicle is located; determining the offset influence parameters based on the reference coordinate system; and establishing the offset calculation formula based on the offset influence parameters.

[0067] Furthermore, the bogie sweep range is determined based on the operating parameters and the pre-built offset calculation formulas. It should be noted that the offset calculation formulas are five offset calculation formulas for bogie sweep offset, excluding the longitudinal direction, namely lateral, vertical, roll, pitch, and yaw. Based on these offset calculation formulas and the collected operating parameters, the offset of the bogie in each direction can be determined, thereby determining the bogie sweep range.

[0068] It should be noted that the process of constructing the offset calculation formula includes: establishing a reference coordinate system based on the track where the rail vehicle is located; determining the offset influence parameters based on the reference coordinate system; and establishing the offset calculation formula based on the offset influence parameters. This embodiment does not impose restrictions on the method of establishing the reference coordinate system, the specific types of offset influence parameters, or the specific process of establishing the offset calculation formula; these will depend on the specific implementation situation.

[0069] S12: Determine whether the scanning range is greater than the preset range; if yes, proceed to step S13; if no, return to step S10.

[0070] S13: Output alarm information indicating that the bogie sweeping network exceeds the limit.

[0071] Finally, since the above steps calculate the bogie's offset in different directions using multiple offset calculation formulas, it is possible to determine whether the scanning range is greater than the preset range by specifically judging whether the offset in each direction is less than the corresponding threshold.

[0072] If the offset in each direction is confirmed to be less than the corresponding threshold, the scanning range is considered to be within the preset range, and the process returns to the step of determining the operating parameters of the corresponding bogie according to the preset cycle for continuous monitoring. If the offset in a certain direction is confirmed to be greater than the corresponding threshold, the scanning range is considered to be greater than the preset range, and an alarm message indicating that the bogie scanning range has exceeded the limit is output to prompt maintenance personnel to handle the situation in a timely manner.

[0073] In this embodiment, when the rail vehicle is running, the bogie sweep range can be determined based on the bogie's operating parameters and a pre-built offset calculation formula. Specifically, this solution provides the process for constructing the bogie sweep offset calculation formula. A reference coordinate system is established based on the rail where the rail vehicle is located. Offset influence parameters are determined based on the reference coordinate system, and an offset calculation formula is established based on these parameters. This fills the gap in dedicated calculation methods for the sweep range of bogies with large gradient racks. When the sweep range exceeds a preset range, an alarm message indicating that the bogie sweep has exceeded the limit is output, realizing the detection and alarm for large gradient rack bogie sweep exceeding the limit, thus improving the safety of large gradient rack vehicle operation.

[0074] Based on the above embodiments, in some embodiments, a reference coordinate system is established based on the track where the rail vehicle is located, including:

[0075] S101: Set the intersection of the line connecting the rail surface and the vertical center line of the rail as the origin; wherein, the line connecting the rail surface is perpendicular to the rail and tangent to the top plane of the rail.

[0076] S102: Set the rail surface connection line as the horizontal axis, with the positive direction being to the right and the negative direction being to the left.

[0077] S103: Set the vertical centerline as the ordinate axis, with the positive direction being upward and the negative direction being downward.

[0078] In specific implementation, in order to quantify the five degrees of freedom of the bogie sweep offset other than longitudinal (lateral, vertical, roll, pitch, and yaw), a reference coordinate system is established with reference to the "Metro Clearance Standard" (CJJ / T 96-2018). The origin is the intersection of the track surface line and the vertical center line of the track, the track surface line is the horizontal axis, the right is the positive direction and the left is the negative direction; the vertical line perpendicular to the straight track surface line (i.e., the vertical center line of the track) is the vertical axis, the upward is the positive direction and the downward is the negative direction.

[0079] Figure 2 A schematic diagram of the reference coordinate system provided in the embodiments of this application, as shown below. Figure 2 As shown, the origin of the coordinate system is the center point O of the track gauge. The horizontal axis (X-axis) is tangent to the design rail top plane at the top of the two rails, and the vertical axis (Y-axis) is perpendicular to the design rail top plane. In this way, the reference coordinate system is established.

[0080] Furthermore, in order to determine the parameters affecting the offset, it is necessary to analyze the suspension structure of the high-gradient geared bogie and the various internal and external factors that cause lateral, vertical, roll, pitch, and yaw offsets. Figure 3 This is a schematic diagram of a rack and pinion vehicle suspension model provided in an embodiment of this application. Figure 3 As shown, the frame is mounted on the axle via a primary suspension and axle boxes. The axle is pressed onto the rail by the wheels. Forward and backward thrust is transmitted through the gear-axle-axle box-frame-side beam traction transmission assembly-vehicle body. Therefore, based on this model, the nodding, pitching, and swaying models of the frame during vehicle operation can be determined. The specific process is as follows:

[0081] Figure 4 This is a schematic diagram showing the bogie level as provided in an embodiment of this application. Figure 4 As shown, during horizontal operation, the primary train vibrates up and down with the same amplitude, while the bogie vibrates vertically up and down to maintain horizontality.

[0082] Figure 5This is a schematic diagram of the steering frame nodding during operation, provided in an embodiment of this application. Figure 6 This is a schematic diagram showing the steering frame tilting up during operation, as provided in an embodiment of this application. Figure 5 and Figure 6 As shown, during the nodding or raising of the head movement, the front and rear series vibrate in opposite directions, with the amplitude being the largest in the opposite direction.

[0083] Figure 7 This is a schematic diagram illustrating the translation of a bogie according to an embodiment of this application. Figure 7 As shown, during vehicle operation, the primary elastic system on the two axle boxes undergoes maximum lateral deformation in the same direction, resulting in lateral translation of the bogie.

[0084] Figure 8 This is a schematic diagram of a bogie yaw mechanism provided in an embodiment of this application. Figure 8 As shown, because the vehicle speed is relatively low when the gear transmission is running, the most difficult situation is when the primary spring on the front axle moves to the left while the primary spring on the rear axle does not move.

[0085] Therefore, based on the above five vehicle operating conditions, the following influencing factors need to be considered: bogie manufacturing error, track laying error and maintenance limits, bogie position on the track, bogie tilt relative to the track, empty and loaded deflection difference and vertical displacement of the primary spring, load asymmetry, crosswind, lateral acceleration, etc., and lateral, vertical, and roll offset of the frame during vehicle operation. Therefore, in some embodiments, offset influencing parameters are determined according to a reference coordinate system. Specifically, based on the reference coordinate system, the following parameters are determined: maximum track gauge, minimum outer distance between wheelset flanges including maximum flange wear, bogie wheelbase, distance between the calculation point and adjacent axles, lateral deformation of the bogie primary system, lateral elastic deformation of the track, calculated passenger weight under load asymmetry, gravitational acceleration, lateral displacement caused by crosswind, height of the bogie primary spring support surface from the rail surface, lateral manufacturing error of the wheelset, lateral manufacturing error of the bogie frame, lateral position difference of the track centerline, and relative height of the two rails. Error, elastic change in the relative height of the two rails, car body weight, lateral acceleration, number of parallel primary springs on one side of the vehicle, vertical stiffness of primary springs in each axle box, lateral spacing of primary springs, height of car center of gravity from rail surface, vertical change due to wind, upward vertical manufacturing error of bogie frame, vertical position difference of track centerline, vertical dynamic deflection of bogie primary springs, total downward vertical change of primary springs, total vertical deformation of track, downward vertical manufacturing error of bogie frame, vertical height of calculation point from rail surface and lateral distance of calculation point from origin of reference coordinate system.

[0086] It should be noted that the calculation point is a point selected along the outer perimeter of the bogie section, representing the outermost contour of the rail vehicle bogie, and is used to calculate the maximum cross-sectional range that the rail vehicle bogie may reach during operation.

[0087] It is understandable that the aforementioned offset influence parameters are used to construct the offset calculation formula. When determining the bogie's sweep range based on the operating parameters and the pre-constructed offset calculation formula, the operating parameters involved are actually the offset influence parameters collected in real time according to a preset cycle. The construction process of the offset calculation formula is explained in detail below with reference to the aforementioned offset influence parameters:

[0088] (a) Establish a formula for calculating lateral offset based on the offset influence parameters. The formula is as follows:

[0089] ;

[0090] ;

[0091] in, This is the horizontal offset value. For the maximum track gauge, This refers to the minimum outermost distance of the wheelset flange when the flange wear is at its maximum. For the bogie wheelbase, To calculate the distance between a point and its adjacent axis, This refers to the lateral deformation of the bogie's primary train. This represents the lateral elastic deformation of the track. To calculate passenger weight for load asymmetry, It is the acceleration due to gravity. This is lateral displacement caused by crosswinds. The height of the upper support surface of the primary spring of the bogie from the rail surface. For the lateral manufacturing error value of the wheelset, To determine the lateral manufacturing error value for the bogie frame, This represents the lateral elevation difference value of the line centerline. This represents the relative height error between the two rails. This represents the elastic change in the relative height of the two rails. For vehicle body weight, For lateral acceleration, The number of springs arranged side-by-side on one side of the vehicle. For each axle box, the vertical stiffness of the spring system is determined. The lateral spacing of a series of springs The height of the vehicle's center of gravity above the rail surface, To calculate the vertical height of the point from the rail surface, This is an additional coefficient for the gravitational tilt angle, which only contains one series of influences. This refers to the rolling stiffness of the entire vehicle's spring system.

[0092] (ii) Establish the vertical offset calculation formula based on the offset influence parameters. The specific formula is as follows:

[0093] ;

[0094] ;

[0095] in, This is the vertical offset value. For the bogie wheelbase, To calculate the distance between a point and its adjacent axis, To calculate passenger weight for load asymmetry, It is the acceleration due to gravity. The vertical change caused by wind. The height of the upper support surface of the primary spring of the bogie from the rail surface. To determine the vertical error value for the bogie frame, This represents the vertical elevation difference of the line centerline. This represents the relative height error between the two rails. This represents the elastic change in the relative height of the two rails. For vehicle body weight, For lateral acceleration, The vertical dynamic deflection of the primary spring of the bogie. The number of springs arranged side-by-side on one side of the vehicle. For each axle box, the vertical stiffness of the spring system is determined. The lateral spacing of a series of springs The height of the vehicle's center of gravity above the rail surface, To calculate the lateral distance of a point from the origin of the reference coordinate system, This is an additional coefficient for the gravitational tilt angle, which only contains one series of influences. This refers to the rolling stiffness of the entire vehicle's spring system.

[0096] (III) Establish a formula for calculating the vertical offset based on the offset influence parameters. The formula is as follows:

[0097] ;

[0098] ;

[0099] in, This is the vertical downward offset value. For the bogie wheelbase, To calculate the distance between a point and its adjacent axis, This represents the total vertical change of a series of springs. This represents the total vertical deformation of the track. Calculating passenger weight for load asymmetry. It is the acceleration due to gravity. The vertical change caused by wind. The height of the upper support surface of the primary spring of the bogie from the rail surface. To determine the vertical error value for the bogie frame, This represents the vertical elevation difference of the line centerline. This represents the relative height error between the two rails. This represents the elastic change in the relative height of the two rails. For vehicle body weight, For lateral acceleration, The vertical dynamic deflection of the primary spring of the bogie. The number of springs arranged side-by-side on one side of the vehicle. For the vertical stiffness of the springs in each axle box, The lateral spacing of a series of springs The height of the vehicle's center of gravity above the rail surface, To calculate the lateral distance of a point from the origin of the reference coordinate system, This is an additional coefficient for the gravitational tilt angle, which only contains one series of influences. This refers to the rolling stiffness of the entire vehicle's spring system.

[0100] (iv) Formulas for calculating unsprung offset, flange offset, and tread offset;

[0101] In practice, the calculation formulas for unsprung offset, wheel flange offset, and tread offset are the same as those for the bogie unsprung portion in the "Metro Clearance Standard" (CJJ / T 96-2018), and will not be repeated here.

[0102] In summary, this application provides a calculation method applicable to the sweep range of a rack-driven bogie with a large gradient. In the calculation of the dynamic horizontal lateral offset of the rack-driven bogie frame on a large gradient, considering gear transmission, the vehicle speed is limited to 30 km / h, which is not high. The lateral displacement at the frame end is amplified using... Instead Considering that rack rail vehicles generally operate in mountainous areas where crosswinds are strong and frequent, the effect of crosswinds is specifically considered as frequent deviations; during rack rail operation, the rack rails primarily provide traction. The elastic change in the relative height of the two rails is considered as infrequent; the rack and pinion vehicle is assumed to be a meter-gauge vehicle, with a wheel circumference of 1065mm. In the calculation of the dynamic vertical and longitudinal offset of the rack and pinion bogie frame on steep gradients, considering gear transmission, the amplified vertical offset at the ends of the vehicle operating on steep gradients is... Considering that rack rail vehicles generally operate in mountainous areas where crosswinds are strong and frequent, the effect of crosswinds is specifically considered as frequent deviations; during rack rail operation, the rack rails primarily provide traction. The elastic change in the relative height of the two rails is considered as infrequent. The rack and pinion vehicle is a meter-gauge vehicle, and the wheel circumference distance is 1065mm. In the calculation of the dynamic horizontal lateral offset of the rack and pinion bogie with a steep gradient, the formula for calculating the dynamic horizontal lateral offset of the unsprung portion of the bogie in the "Metro Clearance Standard" (CJJ / T 96-2018) is adopted, only changing the wheel circumference distance to 1065mm. In the calculation of the downward droop of the rack and pinion bogie with a steep gradient, the formula for calculating the downward vertical offset of the unsprung portion of the bogie in the "Metro Clearance Standard" (CJJ / T 96-2018) is adopted, only changing the wheel circumference distance to 1065mm.

[0103] Based on the above embodiments, in some embodiments, the sweep range of the bogie is determined according to operating parameters and a pre-built offset calculation formula, including:

[0104] S111: Obtain the pre-built formulas for unsprung offset, flange offset, tread offset, lateral offset, vertical offset, and vertical downward offset.

[0105] S112: Determine the various offsets corresponding to the bogie based on the operating parameters, unsprung offset calculation formula, flange offset calculation formula, tread offset calculation formula, lateral offset calculation formula, vertical offset calculation formula, and vertical downward offset calculation formula.

[0106] S113: Determine the sweep range of the bogie based on each offset.

[0107] To determine the sweep range of the bogie, in specific implementations, pre-constructed calculation formulas for unsprung offset, flange offset, tread offset, lateral offset, vertical offset, and vertical offset are obtained. The lateral offset, vertical offset, and vertical offset calculation formulas are described in the above embodiments; the unsprung offset, flange offset, and tread offset calculation formulas are the same as the bogie unsprung portion calculation formulas in the "Metro Clearance Standard" (CJJ / T 96-2018), and will not be repeated here.

[0108] Further, based on the operating parameters, the calculation formulas for unsprung offset, flange offset, tread offset, lateral offset, vertical offset, and vertical downward offset, the corresponding offsets of the bogie are determined, namely, unsprung offset, flange offset, tread offset, lateral offset, vertical offset, and vertical downward offset. Finally, the sweep range of the bogie is determined based on each offset.

[0109] In the above embodiments, the scanning range detection method has been described in detail. This application also provides embodiments of the scanning range detection device.

[0110] Figure 9 This is a schematic diagram of a scanning range detection device provided in an embodiment of this application. Figure 9 As shown, the device includes:

[0111] The first determining module 10 is used to determine the operating parameters of the corresponding bogie according to a preset cycle when the rail vehicle is running.

[0112] The second determining module 11 is used to determine the sweep range of the bogie based on the operating parameters and the pre-constructed offset calculation formula; wherein, the process of constructing the offset calculation formula includes: establishing a reference coordinate system based on the track where the rail vehicle is located; determining the offset influence parameters based on the reference coordinate system; and establishing the offset calculation formula based on the offset influence parameters.

[0113] The judgment module 12 is used to determine whether the scanning range is greater than the preset range; if so, the alarm module 13 is triggered.

[0114] Alarm module 13 is used to output alarm information indicating that the bogie sweeping network exceeds the limit.

[0115] Since the embodiments of the apparatus and the embodiments of the method correspond to each other, please refer to the description of the embodiments of the method for the embodiments of the apparatus, which will not be repeated here.

[0116] Figure 10 This is a schematic diagram of a scanning range detection device provided in an embodiment of this application. Figure 10 As shown, the scanning range detection device includes:

[0117] Memory 20 is used to store computer programs.

[0118] The processor 21 is used to execute a computer program to implement the steps of the scanning range detection method mentioned in the above embodiments.

[0119] The scanning range detection device provided in this embodiment may include, but is not limited to, smartphones, tablets, laptops, or desktop computers.

[0120] The processor 21 may include one or more processing cores, such as a quad-core processor or an octa-core processor. The processor 21 may be implemented using at least one of the following hardware forms: Digital Signal Processor (DSP), Field-Programmable Gate Array (FPGA), or Programmable Logic Array (PLA). The processor 21 may also include a main processor and a coprocessor. The main processor, also known as the Central Processing Unit (CPU), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, the processor 21 may integrate a Graphics Processing Unit (GPU), which is responsible for rendering and drawing the content to be displayed on the screen. In some embodiments, the processor 21 may also include an Artificial Intelligence (AI) processor, which handles computational operations related to machine learning.

[0121] The memory 20 may include one or more computer-readable storage media, which may be non-transitory. The memory 20 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In this embodiment, the memory 20 is used to store at least the following computer program 201, which, after being loaded and executed by the processor 21, is capable of implementing the relevant steps of the network range detection method disclosed in any of the foregoing embodiments. In addition, the resources stored in the memory 20 may also include an operating system 202 and data 203, and the storage method may be temporary or permanent storage. The operating system 202 may include Windows, Unix, Linux, etc. The data 203 may include, but is not limited to, the data involved in the network range detection method.

[0122] In some embodiments, the scanning range detection device may further include a display screen 22, an input / output interface 23, a communication interface 24, a power supply 25, and a communication bus 26.

[0123] Those skilled in the art will understand that Figure 10 The structure shown does not constitute a limitation on the scanning range detection device and may include more or fewer components than shown.

[0124] Finally, this application also provides a rail vehicle including a sweep range detection device; wherein the sweep range detection device is installed on the car body of the rail vehicle, and the car body and the bogie of the rail vehicle are connected through a suspension system. The sweep range detection device includes a memory and a processor. The memory is used to store a computer program. The processor is used to execute the computer program to implement the steps of the sweep range detection method mentioned in the above embodiments. Specifically, the sweep range detection device is used to detect the relative motion between the bogie and the car body, detect the intersection of the track centerline and the line connecting the track surface, and determine the coordinate origin; by compensating for the offset of each degree of freedom of the car body and the relative motion between the bogie and the car body, the sweep range of the bogie is obtained.

[0125] The foregoing provides a detailed description of a scanning range detection method, apparatus, device, and rail vehicle provided in this application. The various embodiments in the specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since it corresponds to the method disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to in the method section. It should be noted that those skilled in the art can make several improvements and modifications to this application without departing from the principles of this application, and these improvements and modifications also fall within the protection scope of this application.

[0126] It should also be noted that, in this specification, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

Claims

1. A method for detecting the scanning range, characterized in that, include: When the rail vehicle is running, the operating parameters of the corresponding bogie are determined according to a preset cycle; The sweep range of the bogie is determined based on the operating parameters and the pre-constructed offset calculation formula; wherein, the process of constructing the offset calculation formula includes: establishing a reference coordinate system based on the track where the rail vehicle is located; determining the offset influence parameters based on the reference coordinate system; and establishing the offset calculation formula based on the offset influence parameters. Determine whether the scanning range is greater than a preset range; If so, output an alarm message indicating that the bogie sweep line has exceeded the limit; Establishing a reference coordinate system based on the track where the rail vehicle is located includes: The origin is set at the intersection of the line connecting the rail surfaces and the vertical center line of the rail; wherein the line connecting the rail surfaces is perpendicular to the rail and tangent to the top plane of the rail. The line connecting the rail surfaces is set as the horizontal axis, with the positive direction being to the right and the negative direction being to the left; The vertical centerline is set as the ordinate axis, with the positive direction being upward and the negative direction being downward; The offset influence parameters are determined based on the reference coordinate system, including: Based on the aforementioned reference coordinate system, determine the maximum track gauge, the minimum outer distance between wheelset flanges including maximum flange wear, bogie wheelbase, distance between the calculation point and adjacent axles, lateral deformation of the bogie primary train, lateral elastic deformation of the track, calculated passenger weight under asymmetrical load, gravitational acceleration, lateral displacement caused by crosswinds, height of the bogie primary train spring support surface from the rail surface, lateral manufacturing error of the wheelset, lateral manufacturing error of the bogie frame, lateral position difference of the track centerline, relative height error between the two rails, and relative height between the two rails. The following parameters are considered: elastic change, car body weight, lateral acceleration, number of parallel primary springs on one side of the vehicle, vertical stiffness of primary springs in each axle box, lateral spacing of primary springs, height of car center of gravity from rail surface, vertical change due to wind, upward vertical manufacturing error of bogie frame, vertical position difference of track centerline, vertical dynamic deflection of bogie primary springs, total vertical change of primary springs, total vertical deformation of track, downward vertical manufacturing error of bogie frame, vertical height of calculation point from rail surface, and lateral distance of calculation point from origin of reference coordinate system. The calculation point is a point selected along the periphery of the bogie cross-section, representing the outermost contour of the rail vehicle bogie, and is used to calculate the maximum cross-sectional range reached by the rail vehicle bogie during operation. Based on the aforementioned offset influence parameters, an offset calculation formula is established, including: Based on the aforementioned offset influence parameters, a formula for calculating lateral offset is established, as follows: ； ； in, This is the horizontal offset value. For maximum track gauge, This refers to the minimum outermost distance of the wheelset flange when the flange wear is at its maximum. For the bogie wheelbase, To calculate the distance between a point and its adjacent axis, This refers to the lateral deformation of the bogie's primary train. This represents the lateral elastic deformation of the track. To calculate passenger weight for load asymmetry, It is the acceleration due to gravity. This is lateral displacement caused by crosswinds. The height of the upper support surface of the primary spring of the bogie from the rail surface. For the lateral manufacturing error value of the wheelset, To determine the lateral manufacturing error value for the bogie frame, This represents the lateral elevation difference value of the line centerline. This represents the relative height error between the two rails. This represents the elastic change in the relative height of the two rails. For vehicle body weight, For lateral acceleration, The number of springs arranged side-by-side on one side of the vehicle. For each axle box, the vertical stiffness of the spring system is determined. The lateral spacing of a series of springs The height of the vehicle's center of gravity above the rail surface, To calculate the vertical height of the point from the rail surface, This is an additional coefficient for the gravitational tilt angle, which only contains one series of influences. For the rolling stiffness of the entire vehicle's spring system; Based on the aforementioned offset influence parameters, an offset calculation formula is established, including: Based on the aforementioned offset influence parameters, a formula for calculating the vertical offset is established, as follows: ； ； in, This is the vertical offset value. For the bogie wheelbase, To calculate the distance between a point and its adjacent axis, To calculate passenger weight for load asymmetry, It is the acceleration due to gravity. The vertical change caused by wind. The height of the upper support surface of the primary spring of the bogie from the rail surface. To determine the vertical error value for the bogie frame, This represents the vertical elevation difference of the line centerline. This represents the relative height error between the two rails. This represents the elastic change in the relative height of the two rails. For vehicle body weight, For lateral acceleration, The vertical dynamic deflection of the primary spring of the bogie. The number of springs arranged side-by-side on one side of the vehicle. For each axle box, the vertical stiffness of the spring system is determined. The lateral spacing of a series of springs The height of the vehicle's center of gravity above the rail surface, To calculate the lateral distance of a point from the origin of the reference coordinate system, This is an additional coefficient for the gravitational tilt angle, which only contains one series of influences. For the rolling stiffness of the entire vehicle's spring system; Based on the aforementioned offset influence parameters, an offset calculation formula is established, including: Based on the aforementioned offset influence parameters, a formula for calculating the vertical offset is established, as follows: ； ； in, This is the vertical downward offset value. For the bogie wheelbase, To calculate the distance between a point and its adjacent axis, This represents the total vertical change of a series of springs. This represents the total vertical deformation of the track. Calculating passenger weight for load asymmetry. It is the acceleration due to gravity. The vertical change caused by wind. The height of the upper support surface of the primary spring of the bogie from the rail surface. To determine the vertical error value for the bogie frame, This represents the vertical elevation difference of the line centerline. This represents the relative height error between the two rails. This represents the elastic change in the relative height of the two rails. For vehicle body weight, For lateral acceleration, The vertical dynamic deflection of the primary spring of the bogie. The number of springs arranged side-by-side on one side of the vehicle. For each axle box, the vertical stiffness of the spring system is determined. The lateral spacing of a series of springs The height of the vehicle's center of gravity above the rail surface, To calculate the lateral distance of a point from the origin of the reference coordinate system, This is an additional coefficient for the gravitational tilt angle, which only contains one series of influences. This refers to the rolling stiffness of the entire vehicle's spring system.

2. The scanning range detection method according to claim 1, characterized in that, Based on the operating parameters and the pre-built offset calculation formula, the sweep range of the bogie is determined, including: Obtain pre-built formulas for calculating unsprung offset, wheel flange offset, tread offset, lateral offset, vertical offset, and vertical downward offset. Based on the operating parameters, the unsprung offset calculation formula, the wheel flange offset calculation formula, the tread offset calculation formula, the lateral offset calculation formula, the vertical offset calculation formula, and the vertical downward offset calculation formula, determine the various offsets corresponding to the bogie; The sweep range of the bogie is determined based on each of the aforementioned offsets.

3. A scanning range detection device, characterized in that, include: The first determining module is used to determine the operating parameters of the corresponding bogie according to a preset cycle when the rail vehicle is running; The second determining module is used to determine the sweep range of the bogie based on the operating parameters and a pre-constructed offset calculation formula; wherein, the process of constructing the offset calculation formula includes: establishing a reference coordinate system based on the track where the rail vehicle is located; determining offset influence parameters based on the reference coordinate system; and establishing an offset calculation formula based on the offset influence parameters. The judgment module is used to determine whether the scanning range is greater than a preset range; if so, the alarm module is triggered. The alarm module is used to output alarm information indicating that the bogie sweeping network exceeds the limit; Establishing a reference coordinate system based on the track where the rail vehicle is located includes: The origin is set at the intersection of the line connecting the rail surfaces and the vertical center line of the rail; wherein the line connecting the rail surfaces is perpendicular to the rail and tangent to the top plane of the rail. The line connecting the rail surfaces is set as the horizontal axis, with the positive direction being to the right and the negative direction being to the left; The vertical centerline is set as the ordinate axis, with the positive direction being upward and the negative direction being downward; The offset influence parameters are determined based on the reference coordinate system, including: Based on the aforementioned reference coordinate system, determine the maximum track gauge, the minimum outer distance between wheelset flanges including maximum flange wear, bogie wheelbase, distance between the calculation point and adjacent axles, lateral deformation of the bogie primary train, lateral elastic deformation of the track, calculated passenger weight under asymmetrical load, gravitational acceleration, lateral displacement caused by crosswinds, height of the bogie primary train spring support surface from the rail surface, lateral manufacturing error of the wheelset, lateral manufacturing error of the bogie frame, lateral position difference of the track centerline, relative height error between the two rails, and relative height between the two rails. The following parameters are considered: elastic change, car body weight, lateral acceleration, number of parallel primary springs on one side of the vehicle, vertical stiffness of primary springs in each axle box, lateral spacing of primary springs, height of car center of gravity from rail surface, vertical change due to wind, upward vertical manufacturing error of bogie frame, vertical position difference of track centerline, vertical dynamic deflection of bogie primary springs, total vertical change of primary springs, total vertical deformation of track, downward vertical manufacturing error of bogie frame, vertical height of calculation point from rail surface, and lateral distance of calculation point from origin of reference coordinate system. The calculation point is a point selected along the periphery of the bogie cross-section, representing the outermost contour of the rail vehicle bogie, and is used to calculate the maximum cross-sectional range reached by the rail vehicle bogie during operation. Based on the aforementioned offset influence parameters, an offset calculation formula is established, including: Based on the aforementioned offset influence parameters, a formula for calculating lateral offset is established, as follows: ； ； in, This is the horizontal offset value. For maximum track gauge, This refers to the minimum outermost distance of the wheelset flange when the flange wear is at its maximum. For the bogie wheelbase, To calculate the distance between a point and its adjacent axis, This refers to the lateral deformation of the bogie's primary train. This represents the lateral elastic deformation of the track. To calculate passenger weight for load asymmetry, It is the acceleration due to gravity. This is lateral displacement caused by crosswinds. The height of the upper support surface of the primary spring of the bogie from the rail surface. For the lateral manufacturing error value of the wheelset, To determine the lateral manufacturing error value for the bogie frame, This represents the lateral elevation difference value of the line centerline. This represents the relative height error between the two rails. This represents the elastic change in the relative height of the two rails. For vehicle body weight, For lateral acceleration, The number of springs arranged side-by-side on one side of the vehicle. For each axle box, the vertical stiffness of the spring system is determined. The lateral spacing of a series of springs The height of the vehicle's center of gravity above the rail surface, To calculate the vertical height of the point from the rail surface, This is an additional coefficient for the gravitational tilt angle, which only contains one series of influences. For the rolling stiffness of the entire vehicle's spring system; Based on the aforementioned offset influence parameters, an offset calculation formula is established, including: Based on the aforementioned offset influence parameters, a formula for calculating the vertical offset is established, as follows: ； ； in, This is the vertical offset value. For the bogie wheelbase, To calculate the distance between a point and its adjacent axis, To calculate passenger weight for load asymmetry, It is the acceleration due to gravity. The vertical change caused by wind. The height of the upper support surface of the primary spring of the bogie from the rail surface. To determine the vertical error value for the bogie frame, This represents the vertical elevation difference of the line centerline. This represents the relative height error between the two rails. This represents the elastic change in the relative height of the two rails. For vehicle body weight, For lateral acceleration, The vertical dynamic deflection of the primary spring of the bogie. The number of springs arranged side-by-side on one side of the vehicle. For each axle box, the vertical stiffness of the spring system is determined. The lateral spacing of a series of springs The height of the vehicle's center of gravity above the rail surface, To calculate the lateral distance of a point from the origin of the reference coordinate system, This is an additional coefficient for the gravitational tilt angle, which only contains one series of influences. For the rolling stiffness of the entire vehicle's spring system; Based on the aforementioned offset influence parameters, an offset calculation formula is established, including: Based on the aforementioned offset influence parameters, a formula for calculating the vertical offset is established, as follows: ； ； in, This is the vertical downward offset value. For the bogie wheelbase, To calculate the distance between a point and its adjacent axis, This represents the total vertical change of a series of springs. This represents the total vertical deformation of the track. Calculating passenger weight for load asymmetry. It is the acceleration due to gravity. The vertical change caused by wind. The height of the upper support surface of the primary spring of the bogie from the rail surface. To determine the vertical error value for the bogie frame, This represents the vertical elevation difference of the line centerline. This represents the relative height error between the two rails. This represents the elastic change in the relative height of the two rails. For vehicle body weight, For lateral acceleration, The vertical dynamic deflection of the primary spring of the bogie. The number of springs arranged side-by-side on one side of the vehicle. For each axle box, the vertical stiffness of the spring system is determined. The lateral spacing of a series of springs The height of the vehicle's center of gravity above the rail surface, To calculate the lateral distance of a point from the origin of the reference coordinate system, This is an additional coefficient for the gravitational tilt angle, which only contains one series of influences. This refers to the rolling stiffness of the entire vehicle's spring system.

4. A scanning range detection device, characterized in that, include: Memory, used to store computer programs; A processor, configured to implement the steps of the scanning range detection method as described in any one of claims 1 to 3 when executing the computer program.

5. A rail vehicle, characterized in that, The system includes the scanning range detection device as described in claim 4; wherein the scanning range detection device is installed on the body of the rail vehicle, and the body of the rail vehicle is connected to the bogie of the rail vehicle via a suspension system.

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