A current collector for electrified railways

Abstract

This application provides a skid-type electrified railway current collector, relating to the field of rail transit, including a support and adjustment assembly, a receiving wheel, and a conductive skid. The support and adjustment assembly consists of a first and a second adjustment mechanism rotatably connected. The receiving wheel is mounted on the top of the first adjustment mechanism via a bearing, and the circumferential arc groove on its rim is used for rolling contact with the contact wire to collect electricity. The conductive skid is mounted on the top of the second adjustment mechanism and contacts the arc groove surface of the receiving wheel to generate sliding friction. The first adjustment mechanism can adjust the actual value of the first contact pressure between the receiving wheel and the contact wire, and the second adjustment mechanism can adjust the actual value of the second contact pressure between the conductive skid and the receiving wheel. This invention avoids electrolytic corrosion caused by current passing through the bearing by insulating the rim of the receiving wheel, thus extending its service life. By independently adjusting the actual values ​​of the first and second contact pressures, reliable contact between the receiving wheel and the contact wire is ensured, and sufficient contact between the receiving wheel and the conductive skid is ensured when the receiving wheel rotates, achieving stable power collection.

Description

Technical Field

[0001] This invention relates to the field of rail transportation, and in particular to a skid-type electrified railway current collection device. Background Technology

[0002] Traditional electric railways generally use a pantograph-catenary sliding contact current collection method, in which the pantograph and the zigzag-shaped contact wire are connected by a sliding connection to collect power. This method has obvious drawbacks: First, the continuous sliding friction between the pantograph's sliding plate and the contact wire causes significant wear, easily generating carbon or metal dust, polluting the environment, and requiring frequent maintenance. Second, when the pantograph passes through the contact wire suspension point at high speed, it generates significant electrical and mechanical impacts, easily generating offline arcs and causing drastic fluctuations in contact force. Third, because the contact area between the pantograph and the contact wire is limited to the width of the pantograph's sliding plate (about 6 cm), the current collection capacity is limited. Finally, to ensure uniform wear of the pantograph's sliding plate, the contact wire must be erected in a zigzag pattern, resulting in a complex contact wire structure, increasing the line length and cost, and posing significant challenges in construction and insulation within narrow tunnel spaces.

[0003] Based on the aforementioned issues, the power supply method between the pantograph and the overhead contact line still has shortcomings. Summary of the Invention

[0004] This invention provides a skid-type electrified railway current collection device, the purpose of which is to provide a new power receiving structure, thereby solving the problems of high wear, unstable current collection, and limited current collection capacity caused by existing pantographs during the power collection process.

[0005] To achieve the above objectives, embodiments of the present invention provide a skid-mounted electrified railway current collection device, comprising:

[0006] A support adjustment assembly is provided for being insulatedly disposed on the top of a vehicle. The support adjustment assembly includes a first adjustment mechanism and a second adjustment mechanism. The bottom end of the first adjustment mechanism is rotatably disposed on the top of the vehicle, and the bottom end of the second adjustment mechanism is rotatably disposed on the first adjustment mechanism.

[0007] The receiving wheel is rotatably mounted on the top of the first adjustment mechanism via a bearing. The bearing is insulated from the rim of the receiving wheel. The rim of the receiving wheel has an arc-shaped groove in the circumferential direction. The arc-shaped groove is used to roll into contact with the straight contact wire and take electricity. The first adjustment mechanism adjusts the actual value of the first contact pressure between the arc-shaped groove and the contact wire by adjusting the angle between the first adjustment mechanism and the horizontal direction.

[0008] A conductive skid is disposed at the top of the second adjustment mechanism. The second adjustment mechanism is tangent to the arc-shaped groove and makes the conductive skid contact the surface of the arc-shaped groove to form sliding friction. The second adjustment mechanism adjusts the actual value of the second contact pressure between the conductive skid and the arc-shaped groove by adjusting the included angle between the second adjustment mechanism and the first adjustment mechanism. The conductive skid is also provided with a cable for electrical connection with the electrical system.

[0009] Preferably, the rim of the receiving wheel is made of a wear-resistant conductive material;

[0010] An insulating layer is provided between the rim of the receiving wheel and the bearing to block the electrical connection between the rim of the receiving wheel and the bearing;

[0011] The width of the arc-shaped groove is not less than twice the width of the vehicle wheel tread.

[0012] Preferably, the conductive skid is made of a self-lubricating conductive material.

[0013] Preferably, the skid-type electrified railway current collector further includes a detection component, which includes an inertial sensor for detecting the vertical vibration acceleration of the receiving wheel, a speed sensor for detecting the rotational speed of the receiving wheel, a first torque sensor for obtaining the supporting torque of the first adjustment mechanism, a second torque sensor for obtaining the clamping torque of the second adjustment mechanism, and a first angle sensor for obtaining the angle between the first adjustment mechanism and the base.

[0014] Preferably, the process by which the first adjusting mechanism and the second adjusting mechanism adjust the actual values ​​of the first contact pressure and the second contact pressure is as follows:

[0015] S100. Calculate the actual value of the first contact pressure between the overhead contact line and the receiving wheel, and the actual value of the second contact pressure between the receiving wheel and the conductive skid;

[0016] S200. Determine the allowable adjustment range of the first contact pressure target value, and obtain the preset value of the first contact pressure target value based on the allowable adjustment range of the first contact pressure target value;

[0017] Determine the allowable wear range of the second contact pressure target value, and in combination with the mechanical ratio requirements for the electric receiving wheel to achieve rolling friction, obtain the allowable range of the ratio of the second contact pressure target value;

[0018] The correction range of the second contact pressure target value is obtained by the intersection of the allowable range of the ratio of the second contact pressure target value and the allowable wear range of the second contact pressure target value, and the preset value of the second contact pressure target value is obtained within the correction range of the second contact pressure target value;

[0019] S300. Based on the speed of the carrier and the linear velocity of the receiving wheel flange, determine the current friction type between the contact wire and the receiving wheel, and when the current friction type is a mixture of rolling friction and sliding friction, make the following adjustments:

[0020] Within the correction range of the second contact pressure target value, adjust the preset value of the second contact pressure target value so that the current friction type is adjusted to pure rolling friction;

[0021] If the current friction type still cannot be adjusted to pure rolling friction after adjusting the preset value of the second contact pressure target value, then the first contact pressure target value is adjusted within the allowable adjustment range of the first contact pressure target value, and the preset value of the second contact pressure target value is adjusted within the newly formed correction range, so that the current friction type is adjusted to pure rolling friction.

[0022] After the current friction type is adjusted to rolling friction, the preset value of the first contact pressure target value is assigned to the first contact pressure target value, and the preset value of the second contact pressure target value is assigned to the second contact pressure target value;

[0023] S400. Using the adjusted first contact pressure target value and the second contact pressure target value respectively as targets, the first adjustment mechanism and the second adjustment mechanism are rotated so that the actual value of the first contact pressure and the actual value of the second contact pressure approach the first contact pressure target value and the second contact pressure target value respectively.

[0024] Preferably, in step S100, the actual value of the first contact pressure between the contact wire and the receiving wheel is calculated. ,include:

[0025] Calculate the torsional force of the first adjusting mechanism. :

[0026]

[0027] in, For the measurable support torque of the first adjustment mechanism, The angle between the measurable first adjustment mechanism and the base. The length of the first adjusting mechanism is known.

[0028] Based on torsional force Obtain the actual value of the first contact pressure between the overhead contact line and the receiving wheel. :

[0029]

[0030] in, , The mass, damping, and stiffness of the receiving wheel are known, respectively.

[0031] The measurable acceleration of the receiving wheel ;

[0032] The vertical vibration velocity is obtained through... The result is obtained by performing a high-pass filter followed by an integration.

[0033] y represents the vertical displacement of the receiving wheel relative to the base, determined by... The change in displacement y is obtained by performing a second integral. Superimposed on the average height of the receiving wheel Substituting, we can get ;

[0034] In step S100, the actual value of the second contact pressure between the receiving wheel and the conductive skid is calculated. ,include:

[0035] Calculate the clamping force of the second adjustment mechanism acting on the conductive skid and pointing towards the center of the receiving wheel. :

[0036]

[0037] Through clamping force Calculate the actual value of the second contact pressure:

[0038]

[0039] in, The clamping torque is obtained through a second torque sensor. The length of the second adjustment mechanism.

[0040] Preferably, in step S200, the target value of the first contact pressure is determined. The allowable adjustment range is based on the target value of the first contact pressure. The preset value for obtaining the first contact pressure target value within the allowable adjustment range. ,include:

[0041] Based on the upper limit of the stress on the catenary structure And the lower limit of the contact power demand, to determine the target value of the first contact pressure. Allowable adjustment range:

[0042] ;

[0043] Based on the first contact pressure target value The preset value for obtaining the first contact pressure target value within the allowable adjustment range. :

[0044]

[0045] in, It is the first margin coefficient, and .

[0046] Preferably, in step S200, the target value of the second contact pressure is determined. The permissible wear range includes:

[0047] Based on the wear condition of the conductive skid and the lower limit of the interaction force between the receiving wheel and the conductive skid, the target value of the second contact pressure is determined. Permissible wear range:

[0048]

[0049] in, The preset volumetric wear rate; The hardness of the material with lower hardness between the conductive skid and the receiving wheel. These are the Archard coefficients, which can be determined experimentally; The relative sliding speed between the conductive skid and the receiving wheel;

[0050] Based on the mechanical proportional requirements for achieving rolling friction on the receiving wheel, the target value of the second contact pressure is obtained. The allowable range of the ratio:

[0051]

[0052] in, The rolling friction coefficient between the receiving wheel and the contact wire, The coefficient of sliding friction between the receiving wheel and the conductive skid;

[0053] Obtain the second contact pressure target value Permissible wear range and second contact pressure target value The ratio allows for the intersection of ranges, and defines... and The smaller value in The second contact pressure target value is obtained. Correction range:

[0054]

[0055] Second contact pressure target value The preset value for obtaining the second contact pressure target value within the correction range :

[0056]

[0057] in, It is the second margin coefficient, and .

[0058] Preferably, in step S300, determining the current friction type between the contact wire and the receiving wheel based on the speed of the carrier and the linear velocity of the receiving wheel flange includes:

[0059] exist At that time, the friction generated between the electric wheel and the contact wire is a mixture of rolling friction and sliding friction;

[0060] exist At that time, the friction generated between the receiving wheel and the contact wire is pure rolling friction;

[0061] in, For the speed of the vehicle, Let the radius of the receiving wheel be . The rotational speed of the receiving wheel;

[0062] If the current friction type is pure rolling friction, maintain the current first margin coefficient. Second margin coefficient Without changing the preset values ​​of the first and second contact pressure target values, assign the corresponding values ​​to the first and second contact pressure target values:

[0063] ;

[0064] If the current friction type is mixed, use the first margin coefficient Outer ring adjustment and second margin coefficient The inner loop adjustment is nested optimization, which includes the following steps:

[0065] Step 1: Adjust the inner loop: Maintain the first margin coefficient of the outer loop. Keep it unchanged, increase the second margin coefficient. And determine whether to increase the second margin coefficient. Whether the subsequent friction state is pure rolling friction;

[0066] If it is pure rolling friction, the preset values ​​of the first contact pressure target value and the second contact pressure target value under the pure rolling friction state are assigned to the first contact pressure target value and the second contact pressure target value, respectively.

[0067] If it cannot be adjusted to pure rolling friction, proceed to step two;

[0068] Step 2: Adjust the outer ring: Increase the first margin coefficient and with the increased first margin coefficient Readjust the inner ring until the friction state is adjusted to pure rolling friction.

[0069] Preferably, in step S400, the first adjustment mechanism is subjected to negative feedback control based on the deviation between the first contact pressure target value and the first contact pressure actual value, and it is determined whether the first contact pressure actual value falls within the first contact pressure target value. If the adjustment falls outside the allowable range, the supporting torque of the first adjustment mechanism will be reduced in the opposite direction and a warning will be issued.

[0070] Based on the deviation between the target value and the actual value of the second contact pressure, negative feedback control is applied to the second adjustment mechanism to determine whether the actual value of the second contact pressure falls within the target value. If the wear falls outside the allowable wear range, record the anomaly.

[0071] The above-described solution of the present invention has the following beneficial effects:

[0072] This application achieves this by using an insulated connection between the bearing and the electric wheel, preventing current conduction through the bearing and avoiding electrolytic pitting, thus extending the bearing's service life. Based on this, a conductive skid guides the current from the receiving wheel to the electrical system. The actual value of the first contact pressure ensures that the receiving wheel is constantly in contact with the contact wire, reducing the occurrence of abnormal conditions. The actual value of the second contact pressure ensures that the total frictional force between the contact wire and the receiving wheel is greater than the sliding frictional force generated by the conductive skid, thereby ensuring sufficient contact between the receiving wheel and the conductive skid during rotation, facilitating the conductive skid's extraction of power from the receiving wheel.

[0073] Other features and advantages of the present invention will be described in detail in the following detailed description section. Attached Figure Description

[0074] Figure 1 This is a schematic diagram illustrating the principle of the present invention;

[0075] Figure 2 This is a schematic diagram of the contact between the receiving wheel and the overhead contact line;

[0076] Figure 3 This is a schematic diagram of the contact between the receiving wheel and the conductive skid.

[0077] [Explanation of Labels in the Attached Image]

[0078] 10-First Adjustment Agency,

[0079] 20-Second Adjustment Agency,

[0080] 30-Receiving wheel, 31-Arc-shaped groove,

[0081] 40-Overhead Contact Line

[0082] 50 - Conductive skid, 51 - Cable. Detailed Implementation

[0083] To make the technical problems, technical solutions and advantages of the present invention clearer, a detailed description will be given below in conjunction with the accompanying drawings and specific embodiments.

[0084] like Figure 1-3 As shown, an embodiment of the present invention provides a skid-type electrified railway current collection device, including a support and adjustment assembly for mounting on top of a vehicle. In this application, "vehicle" refers to a vehicle that travels on land and draws power from a contact network 40 to drive the vehicle and / or its onboard electrical system. The support and adjustment assembly includes a first adjustment mechanism 10, a second adjustment mechanism 20, and a base arranged centrally in the width direction of the vehicle. The bottom end of the first adjustment mechanism 10 is rotatably mounted on a base fixedly connected to the top of the vehicle. The base is made of insulating material, and the insulating base effectively prevents current from passing through the vehicle and causing it to become electrified. The first adjustment mechanism 10 changes its angle with the horizontal direction by rotation. The bottom end of the second adjustment mechanism 20 is rotatably mounted on the first adjustment mechanism 10, and the second adjustment mechanism 20 can rotate relative to the first adjustment mechanism 10, thereby changing the angle between the second adjustment mechanism 20 and the first adjustment mechanism 10.

[0085] A rotatable receiving wheel 30 is provided at the top of the first adjusting mechanism 10. The receiving wheel 30 is made of conductive material, preferably a wear-resistant conductive material. The receiving wheel 30 has a conductive rim, and an arcuate groove 31 is formed circumferentially on the rim, recessed towards the center of the receiving wheel 30. The receiving wheel 30 is rotatably mounted at the top of the first adjusting mechanism 10 via a bearing, while the receiving wheel 30 is insulated from the bearing to prevent electrical connection between them. The receiving wheel 30 forms rolling contact with the contact wire 40 through the arcuate groove 31, achieving the purpose of drawing power from the contact wire 40. The first adjusting mechanism 10 changes the actual value of the first contact pressure between the arcuate groove 31 and the contact wire 40 by adjusting the angle between the first adjusting mechanism 10 and the horizontal direction.

[0086] In this application, the contact wire 40 is a straight contact wire 40, that is, the contact wire 40 is a conductor cable laid in a straight line.

[0087] A conductive skid 50 is provided at the top of the aforementioned second adjustment mechanism 20. The conductive skid 50 has an arc-shaped protrusion that matches the shape of the arc-shaped groove 31. The arc-shaped protrusion and the arc-shaped groove 31 form surface contact. When the receiving wheel 30 rotates, sliding friction is generated between the arc-shaped protrusion and the arc-shaped groove 31. The second adjustment mechanism 20 adjusts the included angle between the second adjustment mechanism 20 and the first adjustment mechanism 10 to change the actual value of the second contact pressure between the arc-shaped groove 31 and the conductive skid 50. The conductive skid 50 is also provided with a cable 51 for electrical connection to the electrical system.

[0088] Specifically, the second adjustment mechanism 20 is tangent to the arc groove 31 of the receiving wheel 30. The tangency point is located at the position where the conductive skid 50 is installed on the second adjustment mechanism 20. When the conductive skid 50 contacts the surface of the arc groove 31 under the action of the second adjustment mechanism 20, the conductive skid 50 is subjected to the clamping force of the second adjustment mechanism 20. This clamping force points in the direction of the wheel center of the receiving wheel 30. It can be seen that this clamping force is also the second contact pressure of the conductive skid 50 on the arc groove 31.

[0089] In this application, the complete power extraction path includes a contact wire 40, a receiving wheel 30, a conductive skid 50, a cable 51, and an electrical system. During the contact process between the receiving wheel 30 and the contact wire 40, the receiving wheel 30 rotates under the action of the friction generated between them. This rotation effectively reduces wear between the receiving wheel 30 and the contact wire 40. Compared with existing sliding contact, this application effectively extends the service life of the receiving wheel 30 and the contact wire 40. The first adjustment mechanism 10 and the second adjustment mechanism 20 dynamically adjust the included angle to adjust the actual values ​​of the first and second contact pressures, ensuring that the receiving wheel 30 can maintain a rolling state to reduce friction between the receiving wheel 30 and the contact wire 40, while ensuring that the conductive skid 50 contacts the arc-shaped groove 31 through the actual value of the second contact pressure, preventing the receiving wheel 30 from stopping rotation due to excessive actual value of the second contact pressure. Specifically, under the action of the actual value of the first contact pressure, rolling friction is generated between the receiving wheel 30 and the contact wire 40, which drives the receiving wheel 30 to rotate. Meanwhile, the second adjustment mechanism 20 also dynamically adjusts the actual value of the second contact pressure between the arc-shaped groove 31 and the conductive skid 50 to change the sliding friction between the conductive skid 50 and the receiving wheel 30. This sliding friction hinders the rotation of the receiving wheel 30. Therefore, it is also necessary to ensure that the rolling friction generated by the actual value of the first contact pressure is greater than the sliding friction generated by the actual value of the second contact pressure in order to maintain the rotation state of the receiving wheel 30. At the same time, the actual value of the second contact pressure presses the conductive skid 50 into the arc-shaped groove 31 and provides a non-zero pressure to ensure that the conductive skid 50 and the surface of the arc-shaped groove 31 maintain a constant contact area, thereby ensuring the stability of the resistance between the receiving wheel 30 and the conductive skid 50.

[0090] This application uses a receiving wheel 30 as the component for power collection and conduction, and the current is transmitted through the receiving wheel 30 and the conductive skid 50. Compared with traditional wheeled power receiving components, which achieve rotation and conduction through conductive bearings, and the current is electrically connected to the electrical system through the power receiving component and the conductive bearings, this traditional power receiving method is prone to producing melting marks or even electrolytic erosion pits.

[0091] Specifically, the contact wire 40 typically provides single-phase alternating current. When the conductive bearing rotates, the dynamic contact between the rolling elements and the raceway causes instantaneous changes in resistance, generating a discharge arc between the rolling elements and the raceway. The discharge arc jumps at the contact point, and the current impact directly acts on the bearing, forming a melting mark. With long-term use, the melting mark will gradually form an electro-erosion pit, increasing the rolling resistance of the conductive bearing and causing the bearing to gradually lose its friction-reducing function. After long-term use, the rolling friction between the receiving component and the contact wire 40 gradually becomes sliding friction, which in turn accelerates the wear of the receiving component.

[0092] In this application, the current-receiving wheel 30 is rotatably mounted with bearings, effectively reducing the wear of the contact wire 40. The contact wire 40 and the current-receiving wheel 30 roll along the tangent of the current-receiving wheel 30, and the current-receiving wheel 30 has an arc-shaped groove 31. The contact area between the arc-shaped groove 31 and the contact wire 40 is much larger than that of a traditional pantograph-catenary system, greatly improving the current-collecting capacity. Furthermore, the insulated contact between the current-receiving wheel 30 and the bearing ensures that the current's conductive path does not pass through the bearing but is directly transmitted to the electrical system through the current-receiving wheel 30 and the conductive skid 50, eliminating the possibility of electric arcing in the bearing. Therefore, the bearing can maintain a longer lifespan, providing a prerequisite for ensuring rolling friction between the current-receiving wheel 30 and the contact wire 40. Simultaneously, under the actual value of the second contact pressure, the conductive skid 50 maintains a constant contact area with the arc-shaped groove 31. No instantaneous resistance change occurs between the conductive skid 50 and the arc-shaped groove 31, avoiding the generation of electric arcs and preventing an increase in the coefficient of friction due to melting marks.

[0093] In some embodiments of this application, an insulating layer is arranged between the receiving wheel 30 and the bearing, and the insulating layer is fixedly connected to the outer ring of the bearing and the receiving wheel 30 respectively to block the electrical connection between the receiving wheel 30 and the bearing.

[0094] In other embodiments of this application, the bearing is an insulating bearing, such as a ceramic insulating bearing, a resin / plastic insulating bearing, or a magnetic levitation bearing.

[0095] Preferably, in this application, the conductive skid 50 is made of a self-lubricating conductive material, such as a metal-graphite composite material or a self-lubricating alloy. During the rotation of the receiving wheel 30 relative to the conductive skid 50, sliding friction occurs between them. After wear occurs, the conductive skid 50 continues to maintain surface contact with the arc-shaped groove 31 under the action of the second adjustment mechanism 20. The powder formed by the wear of the conductive skid 50 adheres to the arc-shaped groove 31, lubricating the contact network 40 as the receiving wheel 30 rotates to the contact position with the contact network 40.

[0096] Preferably, in this application, the width of the arc-shaped protrusion of the conductive skid 50 is smaller than that of the arc-shaped groove 31, ensuring that the arc-shaped protrusion can be accommodated within the arc-shaped groove 31.

[0097] Because the contact wire 40 and the receiving wheel 30 make rolling contact in the tangential direction, the traditional zigzag-laid contact wire 40 can be laid in a straight line, saving material costs and reducing space occupation, which is especially advantageous in narrow spaces.

[0098] Preferably, the width of the arc-shaped groove 31 can be no less than twice the width of the vehicle wheel tread. Optimizing the width of the arc-shaped groove 31 can accommodate the lateral movement of the contact position between the receiving wheel 30 and the contact wire 40 caused by the serpentine movement of the vehicle.

[0099] Furthermore, in order to adjust the actual values ​​of the first contact pressure and the second contact pressure, this application also includes a detection component, which includes an inertial sensor for detecting the vertical vibration acceleration of the electric receiving wheel 30, a speed sensor for detecting the rotational speed of the electric receiving wheel 30, a first torque sensor for obtaining the supporting torque of the first adjustment mechanism 10, a second torque sensor for obtaining the clamping torque of the second adjustment mechanism 20, and a first angle sensor for obtaining the angle between the first adjustment mechanism 10 and the base.

[0100] Specifically, the first adjustment mechanism 10 is rotatably mounted on the base at the top of the vehicle. The base is located in the middle of the width of the vehicle. Taking the vehicle as a high-speed train as an example, the base is located in the middle of the track width, and the first adjustment mechanism 10 is also located in the middle of the width of the base. In this application, the first adjustment mechanism 10 is a support rod. The power for the rotation of the first adjustment mechanism 10 comes from the first rotating mechanism. The first rotating mechanism drives the first adjustment mechanism 10 to pitch to change the angle between the first adjustment mechanism 10 and the horizontal direction, thereby changing the support torque provided to the receiving wheel 30.

[0101] The second adjustment mechanism 20 is a clamping rod. The power for the rotation of the second adjustment mechanism 20 comes from the second rotating mechanism. The second rotating mechanism drives the second adjustment mechanism 20 to pitch, thereby changing the angle between the first adjustment mechanism 10 and the second adjustment mechanism 20 and providing clamping torque to the conductive skid 50 along the radial direction of the receiving wheel 30. Understandably, the rotation surfaces of the first adjustment mechanism 10 and the second adjustment mechanism 20 coincide, and these rotation surfaces are both perpendicular to the base or located on the longitudinal plane.

[0102] In this embodiment, the first rotating mechanism and the second rotating mechanism are electric rotating joints, which drive the first adjusting mechanism 10 and the second adjusting mechanism 20 to pitch.

[0103] Preferably, the aforementioned speed sensor can be a magnetic induction type or a Hall effect type speed sensor. The sensor typically includes a sensor and a receiver. The sensor (such as a toothed or magnetic pole ring) is fixed on the receiving wheel 30, and the receiver records the pulse signal generated each time the sensor passes by, thereby obtaining the speed of the receiving wheel 30.

[0104] Preferably, the aforementioned inertial sensor is located at the connection between the inner ring of the bearing and the first adjustment mechanism 10. The inertial sensor can transmit signals via a slip ring or wirelessly.

[0105] In this application, the first adjustment mechanism 10 and the second adjustment mechanism 20 adjust the actual values ​​of the first contact pressure and the second contact pressure in the following manner:

[0106] S100. Calculate the actual value of the first contact pressure between the contact wire 40 and the receiving wheel 30, and the actual value of the second contact pressure between the receiving wheel 30 and the conductive skid 50, including the following steps:

[0107] S110. Calculate the actual value of the first contact pressure between the overhead contact line 40 and the receiving wheel 30:

[0108] Calculate the torsional force of the first adjusting mechanism 10:

[0109]

[0110] in, For the torsional force of the first adjusting mechanism 10, For the measurable support torque of the first adjustment mechanism 10, The angle between the measurable first adjustment mechanism 10 and the base. The length of the first adjusting mechanism 10 is known.

[0111] The actual value of the first contact pressure between the overhead contact line 40 and the receiving wheel 30 is obtained based on the torsional force:

[0112]

[0113] in, This is the actual value of the first contact pressure. , The known mass, damping, and stiffness of the receiving wheel 30 are given respectively;

[0114] The measurable acceleration of the receiving wheel 30 ;

[0115] The vertical vibration velocity is obtained through... The result is obtained by performing a high-pass filter followed by an integration.

[0116] y represents the vertical displacement of the receiving wheel 30 relative to the base, determined by the vertical displacement of the receiving wheel 30 relative to the base. The change in displacement y is obtained by performing a second integral. Superimposed on the average height of the receiving wheel 30 Substituting, we can get ;

[0117] The change in the actual value of the first contact pressure indicates the power irregularity of the receiving wheel 30;

[0118] The aforementioned changes in vertical displacement characterize the geometric irregularities between the rings and the grid.

[0119] S120. Calculate the actual value of the second contact pressure between the receiving wheel 30 and the second adjustment mechanism 20:

[0120] Calculate the clamping force of the second adjustment mechanism 20 acting on the conductive skid 50 and pointing towards the center of the receiving wheel 30. :

[0121]

[0122] Through clamping force Calculate the actual value of the second contact pressure:

[0123]

[0124] in, For the clamping force of the second adjusting mechanism 20, This is the actual value of the second contact pressure. The clamping torque is obtained through a second torque sensor. The length of the second adjustment mechanism 20.

[0125] S200. Determine the allowable adjustment range of the first contact pressure target value, and obtain the preset value of the first contact pressure target value based on the allowable adjustment range of the first contact pressure target value;

[0126] Determine the allowable wear range of the second contact pressure target value, and in combination with the mechanical ratio requirements for the electric receiving wheel 30 to achieve rolling friction, obtain the allowable range of the ratio of the second contact pressure target value;

[0127] The correction range of the second contact pressure target value is obtained by the intersection of the allowable range of the ratio of the second contact pressure target value and the allowable wear range of the second contact pressure target value, and the preset value of the second contact pressure target value is obtained within the correction range of the second contact pressure target value.

[0128] Specifically, it includes the following steps:

[0129] S210. Determine the allowable adjustment range of the first contact pressure target value, and obtain a preset value of the first contact pressure target value based on the allowable adjustment range of the first contact pressure target value, including:

[0130] S211. Determine the allowable adjustment range of the target value of the first contact pressure.

[0131] During the contact process between the current receiving wheel 30 and the contact wire 40, it is necessary to ensure good contact and current receiving performance, while also ensuring that the force between the current receiving wheel 30 and the contact wire 40 is less than the upper limit of the stress on the contact wire 40 structure, so as to avoid damage to the contact wire 40 by the current receiving wheel 30. Based on this objective, the allowable adjustment range of the first contact pressure target value is obtained as follows:

[0132] ;

[0133] in, The target value for the first contact pressure. This represents the upper limit of the stress on the overhead contact line 40 structure.

[0134] S212. Obtain a preset value for the first contact pressure target value based on the allowable adjustment range of the first contact pressure target value.

[0135] Since it is necessary to avoid damage to the contact network 40 or loss of power due to the preset value of the first contact pressure target being too large or too small during the adjustment process, a first margin coefficient is introduced to ensure that the adjustment range of the preset value of the first contact pressure target is always within the allowable adjustment range of the first contact pressure target value. Therefore, the first contact pressure target value and its preset value satisfy the following:

[0136]

[0137] in, It is the first margin coefficient, and , This is the preset value for the first contact pressure target. This is the target value for the first contact pressure.

[0138] S220. Determine the allowable wear range of the second contact pressure target value, and in conjunction with the mechanical ratio requirements for rolling friction achieved by the receiving wheel 30, obtain the allowable range of the ratio of the second contact pressure target value, including:

[0139] S221. Determine the allowable wear range for the second contact pressure target value.

[0140] During the contact process between the conductive skid 50 and the receiving wheel 30, the conductive skid 50 needs to maintain constant contact with the receiving wheel 30 (i.e., the force between them must be greater than zero) to obtain the lower limit value of the contact pressure between the receiving wheel 30 and the conductive skid 50, ensuring that the conductive skid 50 can successfully draw power from the receiving wheel 30. Simultaneously, due to the sliding friction between the conductive skid 50 and the receiving wheel 30, the conductive skid 50 wears. By limiting the volumetric wear rate of the conductive skid 50, the upper limit value of the contact pressure between the conductive skid 50 and the receiving wheel 30 can be limited. Therefore, the allowable wear range of the second contact pressure target value can be obtained.

[0141]

[0142] in, The preset volumetric wear rate; The hardness of the material with lower hardness between the conductive skid 50 and the receiving wheel 30. These are the Archard coefficients, which can be determined experimentally; The relative sliding speed between the conductive skid 50 and the receiving wheel 30. This is the target value for the second contact pressure;

[0143] When the target value of the second contact pressure is adjusted within the allowable wear range, it can ensure good contact and power receiving capability between the receiving wheel 30 and the conductive skid 50, and also avoid excessive wear of the conductive skid 50 caused by applying an excessively large actual value of the second contact pressure in order to maintain the good power receiving capability of the conductive skid 50, thus affecting its service life.

[0144] S222. Combine the mechanical ratio requirements for rolling friction achieved by the receiving wheel 30 to obtain the allowable range of the ratio of the second contact pressure target value.

[0145] Since maintaining the receiving wheel 30 in a rolling state requires meeting the mechanical ratio requirement for achieving rolling friction, i.e., the rolling friction force needs to be greater than the sliding friction force, the target values ​​of the first and second contact pressures also need to satisfy the condition that the rolling friction force is greater than the sliding friction force. Therefore, the allowable range for the ratio of the target value of the second contact pressure is as follows:

[0146]

[0147] in, The rolling friction coefficient between the receiving wheel 30 and the contact wire 40, The coefficient of sliding friction between the receiving wheel 30 and the conductive skid 50 is... The target value for the first contact pressure. This is the target value for the second contact pressure.

[0148] S230. Obtain a correction range for the second contact pressure target value by the intersection of the allowable range of the ratio of the second contact pressure target value and the allowable wear range of the second contact pressure target value, and obtain a preset value for the second contact pressure target value within the correction range of the second contact pressure target value, including:

[0149] S231. The correction range of the second contact pressure target value is obtained by the intersection of the allowable range of the ratio of the second contact pressure target value and the allowable wear range of the second contact pressure target value.

[0150] The allowable range of the ratio of the second contact pressure target value obtained in step S222 and the allowable wear range of the second contact pressure target value obtained in step S221 are intersected, and then defined. and The smaller value in The correction range for obtaining the target value of the second contact pressure is:

[0151] .

[0152] S232. Obtain a preset value for the second contact pressure target value within the correction range of the second contact pressure target value, including:

[0153]

[0154] in, It is the second margin coefficient, and , This is the target value for the second contact pressure. This is the preset value for the second contact pressure target value.

[0155] In this step, the preset value of the second contact pressure target value is selected within the correction range of the second contact pressure target value, which can avoid the situation where the conductive skid 50 wears too quickly or cannot make contact with the receiving wheel 30 to draw power due to the second contact pressure target value being too large or too small.

[0156] S300. Based on the speed of the carrier and the linear velocity of the flange of the receiving wheel 30, determine the current friction type between the contact wire 40 and the receiving wheel 30, and when the current friction type is a mixture of rolling friction and sliding friction, make the following adjustments:

[0157] Within the correction range of the second contact pressure target value, adjust the preset value of the second contact pressure target value so that the current friction type is adjusted to pure rolling friction;

[0158] If the current type still cannot be adjusted to pure rolling friction after adjusting the preset value of the second contact pressure target value, then adjust the first contact pressure target value within the allowable adjustment range and adjust the preset value of the second contact pressure target value within the newly formed correction range so that the current friction type is adjusted to pure rolling friction.

[0159] After adjusting the current friction type to rolling friction, the preset value of the first contact pressure target value is assigned as the first contact pressure target value, and the preset value of the second contact pressure target value is assigned as the second contact pressure target value, including:

[0160] S310. Based on the speed of the vehicle and the linear velocity of the flange of the receiving wheel 30, determine the current friction type between the contact wire 40 and the receiving wheel 30, and when the current friction type is a mixture of rolling friction and sliding friction, adjust the preset value of the second contact pressure target value within the correction range of the second contact pressure target value so that the current friction type is adjusted to pure rolling friction, including:

[0161] S311. Determine the current friction type between the contact wire 40 and the receiving wheel 30 based on the speed of the carrier and the linear velocity of the wheel flange, including:

[0162] exist At that time, the friction generated between the receiving wheel 30 and the contact wire 40 is a mixture of rolling friction and sliding friction;

[0163] exist At that time, the friction generated between the receiving wheel 30 and the contact wire 40 is pure rolling friction;

[0164] exist At this time, the receiving wheel 30 is separated from the contact wire 40 and is offline, at which point the first warning signal needs to be issued;

[0165] in, For the speed of the vehicle, The radius of the receiving wheel 30 is... The rotational speed of the receiving wheel 30.

[0166] S312. Determine whether the current friction type is pure rolling friction and perform corresponding processing.

[0167] If the current friction type is pure rolling friction, then the current first margin coefficient and second margin coefficient remain unchanged, and the preset value of the first contact pressure target value is assigned as the first contact pressure target value, and the preset value of the second contact pressure target value is assigned as the second contact pressure target value.

[0168] If the current friction type is a mixed state, the nested optimization method is used to adjust the first margin coefficient and the second margin coefficient.

[0169] Nested optimization is performed using the outer loop adjustment of the first margin coefficient and the inner loop adjustment of the second margin coefficient. This nested optimization includes the following steps:

[0170] Step 1: Adjust the inner loop: Maintain the first margin coefficient of the outer loop. Keep it unchanged, increase the second margin coefficient. And determine whether to increase the second margin coefficient. Whether the subsequent friction state is pure rolling friction;

[0171] In step one, by increasing the second margin coefficient, the preset value of the second contact pressure target value is reduced, thereby reducing the sliding friction between the conductive skid 50 and the receiving wheel 30, and thus adjusting the mixed state towards pure rolling friction.

[0172] If increasing the second margin coefficient still fails to adjust to rolling friction, proceed to step two:

[0173] Adjust the outer ring: Increase the first margin coefficient and with the increased first margin coefficient Readjust the inner ring until the friction state is adjusted to pure rolling friction.

[0174] In this step, the first margin coefficient is increased to reduce the preset value of the first contact pressure target value. Due to the reduction of the first contact pressure target value, the correction range formed by the intersection of the allowable wear range and the ratio allowable range in step S211 changes. Within the new correction range, the first margin coefficient is readjusted in the manner of step one. The friction state is adjusted to pure rolling friction by the method of alternating optimization of the inner and outer rings.

[0175] S313. After adjusting the friction state to pure rolling friction, maintain the current first and second margin coefficients, and assign the preset value of the first contact pressure target value to the first contact pressure target value, and assign the preset value of the second contact pressure target value to the second contact pressure target value, resulting in:

[0176] .

[0177] S400. Using the adjusted first contact pressure target value and the second contact pressure target value respectively as targets, the first adjustment mechanism and the second adjustment mechanism are rotated so that the actual value of the first contact pressure and the actual value of the second contact pressure approach the first contact pressure target value and the second contact pressure target value respectively.

[0178] In step S400, during the pitch adjustment mechanism 10 process, a negative feedback control mechanism is also required to compare and adjust the actual value of the first contact pressure of the first adjustment mechanism 10 with the target value of the first contact pressure, so as to avoid the actual value of the first contact pressure exceeding the allowable range.

[0179] Specifically, based on the deviation between the target value and the actual value of the first contact pressure, negative feedback control is applied to the first adjustment mechanism, while simultaneously determining whether the actual value of the first contact pressure falls within the target value. If the adjustment falls outside the allowable range, the supporting torque of the first adjustment mechanism is reduced in the reverse direction, and a warning is issued. Preferably, the speed at which the supporting torque is reduced in the reverse direction is greater than the speed at which the supporting torque is adjusted in the forward direction. This negative feedback control of the first adjustment mechanism helps to prevent the contact wire 40 from being damaged due to excessive actual value of the first contact pressure.

[0180] Based on the deviation between the target value and the actual value of the second contact pressure, negative feedback control is applied to the second adjustment mechanism to determine whether the actual value of the second contact pressure falls within the target value. If the wear falls outside the allowable wear range, the anomaly is recorded. Negative feedback control of the second adjustment mechanism helps to understand the operation and wear status of the conductive skid 30.

[0181] The advantages of this application are:

[0182] 1. The current receiving wheel 30 and the contact wire 40 are in rolling contact, which reduces the wear of both. At the same time, the current receiving wheel 30 has an arc-shaped groove 31, which enhances the current collection capacity between the wheel and the contact wire.

[0183] 2. The contact wheel 30 and the conductive skid 50 use an arc-shaped contact surface, further enhancing the current collection capacity between the wheel and skid. Simultaneously, the conductive skid 50 is made of a self-lubricating conductive material. As the receiving wheel 30 rotates to the contact point with the contact wire 40, some of the worn material lubricates the contact area, reducing rolling friction and helping to maintain the rotational state of the receiving wheel 30. Furthermore, the self-lubricating conductive material also has a certain repair function for the contact wire 40.

[0184] 3. The overhead contact line 40 is a straight type, which is inexpensive and occupies little space, making it suitable for narrow spaces such as tunnels.

[0185] 4. The rim of the receiving wheel 30 is made of metal with electrical conductivity, while the rest is made of insulating material. The overall weight is small and lighter, ensuring that the receiving wheel 30 has good follow-up performance.

[0186] 5. The flange of the receiving wheel 30 is insulated from the bearing to prevent current from causing electrolytic corrosion to the bearing, which helps maintain the rolling state of the receiving wheel 30.

[0187] 6. The actual values ​​of the first and second contact pressures are automatically adjusted according to the dynamic and geometric irregularities of the receiving wheel 30, ensuring that the wheel and the grid are always in a state of rolling friction. The dynamic adjustment of the actual value of the first contact pressure helps to reduce pressure fluctuations between the wheel and the grid, ensures stable contact between them, and reduces the probability of off-grid arcing.

[0188] 7. The actual values ​​of the first and second contact pressures are automatically adjusted according to the dynamic and geometric irregularities of the receiving wheel 30, while also taking into account the load-bearing capacity of the contact wire 40 and the constraints of wear on the conductive skid 50, thus extending the overall service life.

[0189] The above description represents the preferred embodiments of the present invention. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A skid-type current collector for electrified railways, characterized in that, include: A support adjustment assembly is provided for being insulatedly disposed on the top of a vehicle. The support adjustment assembly includes a first adjustment mechanism and a second adjustment mechanism. The bottom end of the first adjustment mechanism is rotatably disposed on the top of the vehicle, and the bottom end of the second adjustment mechanism is rotatably disposed on the first adjustment mechanism. The receiving wheel is rotatably mounted on the top of the first adjustment mechanism via a bearing. The bearing is insulated from the rim of the receiving wheel. The rim of the receiving wheel has an arc-shaped groove in the circumferential direction. The arc-shaped groove is used to roll into contact with the straight contact wire and take electricity. The first adjustment mechanism adjusts the actual value of the first contact pressure between the arc-shaped groove and the contact wire by adjusting the angle between the first adjustment mechanism and the horizontal direction. A conductive skid is disposed at the top of the second adjustment mechanism. The second adjustment mechanism is tangent to the arc-shaped groove and makes the conductive skid contact the surface of the arc-shaped groove to form sliding friction. The second adjustment mechanism adjusts the actual value of the second contact pressure between the conductive skid and the arc-shaped groove by adjusting the included angle between the second adjustment mechanism and the first adjustment mechanism. The conductive skid is also provided with a cable for electrical connection with the electrical system.

2. The skid-type electrified railway current collection device according to claim 1, characterized in that: The rim of the receiving wheel is made of a wear-resistant conductive material; An insulating layer is provided between the rim of the receiving wheel and the bearing to block the electrical connection between the rim of the receiving wheel and the bearing; The width of the arc-shaped groove is not less than twice the width of the vehicle wheel tread.

3. The skid-type electrified railway current collection device according to claim 1, characterized in that: The conductive skid is made of a self-lubricating conductive material.

4. The skid-type electrified railway current collection device according to claim 1, characterized in that: The skid-type electrified railway current collector also includes a detection component, which includes an inertial sensor for detecting the vertical vibration acceleration of the receiving wheel, a speed sensor for detecting the rotational speed of the receiving wheel, a first torque sensor for obtaining the supporting torque of the first adjustment mechanism, a second torque sensor for obtaining the clamping torque of the second adjustment mechanism, and a first angle sensor for obtaining the angle between the first adjustment mechanism and the base.

5. The skid-type electrified railway current collection device according to claim 4, characterized in that: The procedures for adjusting the actual values ​​of the first and second contact pressures by the first and second adjustment mechanisms are as follows: S100. Calculate the actual value of the first contact pressure between the overhead contact line and the receiving wheel, and the actual value of the second contact pressure between the receiving wheel and the conductive skid; S200. Determine the allowable adjustment range of the first contact pressure target value, and obtain the preset value of the first contact pressure target value based on the allowable adjustment range of the first contact pressure target value; Determine the allowable wear range of the second contact pressure target value, and in combination with the mechanical ratio requirements for the electric receiving wheel to achieve rolling friction, obtain the allowable range of the ratio of the second contact pressure target value; The correction range of the second contact pressure target value is obtained by the intersection of the allowable range of the ratio of the second contact pressure target value and the allowable wear range of the second contact pressure target value, and the preset value of the second contact pressure target value is obtained within the correction range of the second contact pressure target value; S300. Based on the speed of the carrier and the linear velocity of the receiving wheel flange, determine the current friction type between the contact wire and the receiving wheel, and when the current friction type is a mixture of rolling friction and sliding friction, make the following adjustments: Within the correction range of the second contact pressure target value, adjust the preset value of the second contact pressure target value so that the current friction type is adjusted to pure rolling friction; If the current friction type still cannot be adjusted to pure rolling friction after adjusting the preset value of the second contact pressure target value, then the first contact pressure target value is adjusted within the allowable adjustment range of the first contact pressure target value, and the preset value of the second contact pressure target value is adjusted within the newly formed correction range, so that the current friction type is adjusted to pure rolling friction. After the current friction type is adjusted to rolling friction, the preset value of the first contact pressure target value is assigned to the first contact pressure target value, and the preset value of the second contact pressure target value is assigned to the second contact pressure target value; S400. Using the adjusted first contact pressure target value and the second contact pressure target value respectively as targets, the first adjustment mechanism and the second adjustment mechanism are rotated so that the actual value of the first contact pressure and the actual value of the second contact pressure approach the first contact pressure target value and the second contact pressure target value respectively.

6. The skid-type electrified railway current collection device according to claim 5, characterized in that: In step S100, the actual value of the first contact pressure between the overhead contact line and the receiving wheel is calculated. ,include: Calculate the torsional force of the first adjusting mechanism. : in, For the measurable support torque of the first adjustment mechanism, The angle between the measurable first adjustment mechanism and the base. The length of the first adjusting mechanism is known. Based on torsional force Obtain the actual value of the first contact pressure between the overhead contact line and the receiving wheel. : in, , The mass, damping, and stiffness of the receiving wheel are known, respectively. The measurable acceleration of the receiving wheel ; The vertical vibration velocity is obtained through... The result is obtained by performing a high-pass filter followed by an integration. y represents the vertical displacement of the receiving wheel relative to the base, determined by... The change in displacement y is obtained by performing a second integral. Superimposed on the average height of the receiving wheel Substituting, we can get ; In step S100, the actual value of the second contact pressure between the receiving wheel and the conductive skid is calculated. ,include: Calculate the clamping force of the second adjustment mechanism acting on the conductive skid and pointing towards the center of the receiving wheel. : Through clamping force Calculate the actual value of the second contact pressure: in, The clamping torque is obtained through a second torque sensor. The length of the second adjustment mechanism.

7. The skid-type electrified railway current collection device according to claim 6, characterized in that: In step S200, the target value of the first contact pressure is determined. The allowable adjustment range is based on the target value of the first contact pressure. The preset value for obtaining the first contact pressure target value within the allowable adjustment range. ,include: Based on the upper limit of the stress on the catenary structure And the lower limit of the contact power demand, to determine the target value of the first contact pressure. Allowable adjustment range: ； Based on the first contact pressure target value The preset value for obtaining the first contact pressure target value within the allowable adjustment range. : in, It is the first margin coefficient, and .

8. The skid-type electrified railway current collection device according to claim 7, characterized in that: In step S200, the target value of the second contact pressure is determined. The permissible wear range includes: Based on the wear condition of the conductive skid and the lower limit of the interaction force between the receiving wheel and the conductive skid, the target value of the second contact pressure is determined. Permissible wear range: in, The preset volumetric wear rate; The hardness of the material with lower hardness between the conductive skid and the receiving wheel. These are the Archard coefficients, which can be determined experimentally; The relative sliding speed between the conductive skid and the receiving wheel; Based on the mechanical proportional requirements for achieving rolling friction on the receiving wheel, the target value of the second contact pressure is obtained. The allowable range of the ratio: in, The rolling friction coefficient between the receiving wheel and the contact wire, The coefficient of sliding friction between the receiving wheel and the conductive skid; Obtain the second contact pressure target value Permissible wear range and second contact pressure target value The ratio allows for the intersection of ranges, and defines... and The smaller value in The second contact pressure target value is obtained. Correction range: Second contact pressure target value The preset value for obtaining the second contact pressure target value within the correction range : in, It is the second margin coefficient, and .

9. The skid-mounted electrified railway current collection device according to claim 8, characterized in that: In step S300, the current friction type between the contact wire and the receiving wheel is determined based on the speed of the carrier and the linear velocity of the receiving wheel flange, including: exist At that time, the friction generated between the electric wheel and the contact wire is a mixture of rolling friction and sliding friction; exist At that time, the friction generated between the receiving wheel and the contact wire is pure rolling friction; in, For the speed of the vehicle, Let the radius of the receiving wheel be . The rotational speed of the receiving wheel; If the current friction type is pure rolling friction, maintain the current first margin coefficient. Second margin coefficient Without changing the preset values ​​of the first and second contact pressure target values, assign the corresponding values ​​to the first and second contact pressure target values: ； If the current friction type is mixed, use the first margin coefficient Outer ring adjustment and second margin coefficient The inner loop adjustment is nested optimization, which includes the following steps: Step 1: Adjust the inner loop: Maintain the first margin coefficient of the outer loop. Keep it unchanged, increase the second margin coefficient. And determine whether to increase the second margin coefficient. Whether the subsequent friction state is pure rolling friction; If it is pure rolling friction, the preset values ​​of the first contact pressure target value and the second contact pressure target value under the pure rolling friction state are assigned to the first contact pressure target value and the second contact pressure target value, respectively. If it cannot be adjusted to pure rolling friction, proceed to step two; Step 2: Adjust the outer ring: Increase the first margin coefficient and with the increased first margin coefficient Readjust the inner ring until the friction state is adjusted to pure rolling friction.

10. The skid-type electrified railway current collection device according to claim 9, characterized in that: In step S400, based on the deviation between the target value of the first contact pressure and the actual value of the first contact pressure, negative feedback control is applied to the first adjustment mechanism, and it is determined whether the actual value of the first contact pressure falls within the target value of the first contact pressure. If the adjustment falls outside the allowable range, the supporting torque of the first adjustment mechanism will be reduced in the opposite direction and a warning will be issued. Based on the deviation between the target value and the actual value of the second contact pressure, negative feedback control is applied to the second adjustment mechanism to determine whether the actual value of the second contact pressure falls within the target value. If the wear falls outside the allowable wear range, record the anomaly.

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