A sensor assembly for monitoring roll of a railway vehicle

Abstract

The utility model discloses a sensor assembly for railway vehicle side roll monitoring relates to railway vehicle operation monitoring equipment technical field, including sensor base, the upper end of sensor base is connected with sensor upper cover, the upper surface of sensor base is provided with force transducer and force transducer is nested in sensor upper cover, two the force transducer is provided with electrical interface respectively, the side of sensor upper cover is provided with accommodating groove, the utility model directly installs on the car body, and two force transducers correspond to the left and right sides of railway vehicle longitudinal axis respectively, can bear the load function as the heart disc, and the overall load of vehicle can also be detected, and the size of bearing capacity is measured, can continuously monitor the operation state of vehicle between two monitoring points, will not miss the most dangerous transient operating condition, improves the comprehensiveness and real -time of monitoring, is not influenced by rain, snow, fog, dust, light change and other environmental factors.

Description

Technical Field

[0001] This utility model relates to the technical field of railway vehicle operation monitoring equipment, and in particular to a sensor component for monitoring the roll of railway vehicles. Background Technology

[0002] Railway vehicle roll refers to the lateral rolling phenomenon that occurs when a freight car is in operation, around its longitudinal axis (i.e., along the direction of the rails). The main causes can be attributed to several categories, including track factors, vehicle factors, and operating conditions. Roll not only affects the quality of operation but also directly threatens traffic safety.

[0003] Monitoring the roll condition of vehicles is crucial for accident prevention and condition-based maintenance. Currently effective monitoring methods include: monitoring vehicles by setting up vehicle dynamic image detection systems and dedicated roll monitoring systems along the vehicle's travel path; monitoring vehicles by installing onboard monitoring systems on the car body; and manual inspection of railway vehicles.

[0004] However, monitoring along the driving path involves fixed-point measurements, which cannot capture the vehicle's operating status between two monitoring points. This may cause the most dangerous transient conditions to be missed. The measured data is easily affected by rain, snow, fog, dust, and changes in light, and its reliability and accuracy will be compromised due to environmental factors. Installing monitoring systems on the vehicle body mainly measures the vehicle's motion posture, rather than the forces that directly cause derailment. Safety assessment requires model conversion of data, which introduces errors and uncertainties, and cannot provide structural load data. Manual inspection is lagging and relies on personal experience. None of the above solutions can effectively prevent accidents. Utility Model Content

[0005] Given that the aforementioned monitoring along the driving path involves fixed-point measurements, it is impossible to obtain the vehicle's operating status between two monitoring points, potentially missing the most dangerous transient conditions. The measured data is easily affected by rain, snow, fog, dust, and changes in light, and its reliability and accuracy are compromised due to environmental factors. Installing a monitoring system on the vehicle body primarily measures the vehicle's motion posture, rather than the forces that directly cause derailment. Safety assessment requires model-based data conversion, which introduces errors and uncertainties, and cannot provide structural load data. Manual inspection is inherently delayed and relies on personal experience. None of the above solutions can effectively prevent accidents, hence this utility model is proposed.

[0006] Therefore, the purpose of this utility model is to provide a sensor assembly for monitoring the roll of railway vehicles. It is directly installed on the vehicle body, with two force sensors corresponding to the left and right sides of the longitudinal axis of the railway vehicle. These sensors can function as a center plate to bear loads and can also detect the overall load of the vehicle, measuring the magnitude of the load-bearing capacity. It can continuously monitor the vehicle's operating status between two monitoring points, ensuring that the most dangerous transient conditions are not missed, thus improving the comprehensiveness and real-time performance of the monitoring. It is unaffected by environmental factors such as rain, snow, fog, dust, and changes in light, and can operate stably under various adverse weather and lighting conditions, improving the reliability and accuracy of the monitoring. By directly measuring the roll force generated by the railway vehicle during operation through the force sensors, rather than just monitoring the vehicle's motion posture, this direct measurement method can more accurately reflect the actual roll situation of the vehicle, providing more reliable data support for safety assessments and reducing errors and uncertainties caused by model conversion data. It replaces manual inspection, avoiding the lag in inspection results and reliance on experience.

[0007] To solve the above technical problems, this utility model provides the following technical solution: a sensor assembly for monitoring the roll of railway vehicles, including a sensor base, a sensor cover connected to the upper end of the sensor base, a force sensor disposed on the upper surface of the sensor base and nested inside the sensor cover, two force sensors respectively provided with electrical interfaces, and a receiving groove opened on the side of the sensor cover, the electrical interface being located in the receiving groove.

[0008] In a preferred embodiment of the sensor assembly for monitoring the roll of railway vehicles described in this utility model, the sensor base is provided with a positioning groove, and the force sensor is located in the positioning groove.

[0009] In a preferred embodiment of the sensor assembly for monitoring the roll of railway vehicles described in this utility model, the positioning groove and the force sensor are provided with first mounting holes, and a plurality of the first mounting holes are threadedly connected with first bolts. The sensor base and the sensor cover are provided with second mounting holes, and the second mounting holes are threadedly connected with second bolts.

[0010] As a preferred embodiment of the sensor assembly for monitoring the roll of railway vehicles described in this utility model, the sensor cover is provided with two track fixing components; The circuit fixing component includes two guide grooves, which are symmetrically opened on the side of the sensor cover. The guide grooves are slidably connected to a support rod, and the support rod is fixedly connected to an extension rod. The extension rod is fixedly connected to a limit clamp, which is arc-shaped, and a rubber pad is fixedly installed on the inner arc surface of the limit clamp.

[0011] As a preferred embodiment of the sensor assembly for monitoring the roll of railway vehicles described in this utility model, the track fixing component further includes an operating panel. The operating panel has two centrally symmetrical arc-shaped grooves, and a round rod is slidably connected to the two arc-shaped grooves. The round rod is fixedly connected to a support rod, and two baffles are fixedly connected to the round rod. The two baffles respectively contact the front and back surfaces of the operating panel, and the operating panel has slots.

[0012] In a preferred embodiment of the sensor assembly for monitoring the roll of railway vehicles described in this utility model, the operating panel is fixedly connected to a limiting tooth, the sensor cover is fixedly connected to a spring rod, the spring rod is fixedly connected to a tooth, and the tooth normally extends into the gap of the limiting tooth.

[0013] The beneficial effects of this utility model are: 1. This utility model is directly installed on the vehicle body. Two force sensors correspond to the left and right sides of the longitudinal axis of the railway vehicle, respectively. They can act as a center plate to bear loads and also detect the overall load of the vehicle, measuring the magnitude of the load-bearing capacity. It can continuously monitor the vehicle's operating status between two monitoring points, ensuring that the most dangerous transient conditions are not missed, thus improving the comprehensiveness and real-time performance of monitoring. It is unaffected by environmental factors such as rain, snow, fog, dust, and changes in light, and can work stably under various adverse weather and lighting conditions, improving the reliability and accuracy of monitoring. By directly measuring the lateral rolling force generated by the railway vehicle during operation through the force sensors, rather than just monitoring the vehicle's motion posture, this direct measurement method can more accurately reflect the actual lateral rolling situation of the vehicle, providing more reliable data support for safety assessment and reducing errors and uncertainties caused by model conversion data. It replaces manual inspection, avoiding the lag in inspection results and reliance on experience.

[0014] 2. This utility model uses a rotating control panel to make the arc-shaped groove rotate in both directions. During the rotation, the arc-shaped groove will drive the round rod, support rod, extension rod, and limiting clamp to move along the guide groove. The two arc-shaped grooves cooperate to make the two limiting clamps move towards or away from each other, thereby fixing or loosening the cable inserted into the electrical interface. When the two limiting clamps are close to each other to fix the cable, vibration can be prevented from affecting the firmness of the connection between the cable and the electrical interface. When the two limiting clamps are far apart to loosen the cable, the cable can be removed from the electrical interface. Attached Figure Description

[0015] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. Among them: Figure 1 This is a schematic diagram of the overall structure of a sensor assembly for monitoring the roll of railway vehicles according to this utility model.

[0016] Figure 2 This is a schematic diagram showing the components of a sensor assembly for monitoring the roll of railway vehicles according to this utility model.

[0017] Figure 3 for Figure 1 Enlarged diagram of point A in the middle.

[0018] Figure 4 This is a rear-view schematic diagram of the fixing component of a sensor assembly for monitoring the roll of railway vehicles according to this utility model.

[0019] Explanation of reference numerals in the attached figures: 1. Sensor base; 2. Sensor cover; 3. Force sensor; 4. Electrical interface; 5. Receiving groove; 6. Positioning groove; 7. First mounting hole; 8. First bolt; 9. Second mounting hole; 10. Second bolt; 11. Fixing component; 1101. Guide groove; 1102. Support rod; 1103. Extension rod; 1104. Limiting clamp; 1105. Rubber pad; 1106. Control panel; 1107. Arc groove; 1108. Round rod; 1109. Baffle; 1110. Slot; 12. Limiting tooth; 13. Elastic rod; 14. Insertion tooth. Detailed Implementation

[0020] To make the above-mentioned objectives, features and advantages of this utility model more apparent and understandable, the specific embodiments of this utility model will be described in detail below with reference to the accompanying drawings.

[0021] Example 1 Reference Figures 1-3 This is the first embodiment of the present invention, which provides a sensor assembly for monitoring the roll of railway vehicles. The assembly includes a sensor base 1, which serves as the foundation of the entire sensor assembly. The sensor base 1 provides stable support and fixation. A sensor cover 2 is connected to the upper end of the sensor base 1. The sensor cover 2 cooperates with the sensor base 1 to protect the force sensor 3 from external interference. The force sensor 3 is provided on the upper surface of the sensor base 1 and is nested inside the sensor cover 2. The force sensor 3 is responsible for directly measuring the force generated when the vehicle rolls and transmitting the measurement data to an external processing device through an electrical interface 4 to provide a basis for safety assessment. The two force sensors 3 are each provided with an electrical interface 4. A receiving groove 5 is provided on the side of the sensor cover 2, and the electrical interface 4 is located in the receiving groove 5.

[0022] The sensor base 1 has a positioning groove 6, and the force sensor 3 is located in the positioning groove 6.

[0023] The positioning groove 6 and the force sensor 3 are provided with first mounting holes 7, and a number of first mounting holes 7 are threadedly connected with first bolts 8. The sensor base 1 and the sensor cover 2 are provided with second mounting holes 9, and the second mounting holes 9 are threadedly connected with second bolts 10.

[0024] Example 2 Reference Figures 2-4 This is the second embodiment of the present invention. The difference between this embodiment and the first embodiment is that the sensor cover 2 is provided with two line fixing parts 11. The line fixing component 11 includes two guide grooves 1101, which are symmetrically opened on the side of the sensor cover 2. The guide grooves 1101 are slidably connected to the support rods 1102. The guide grooves 1101 guide the movement of the support rods 1102. The support rods 1102 are fixedly connected to the extension rods 1103, and the extension rods 1103 are fixedly connected to the limit clamps 1104. The two sets of support rods 1102, extension rods 1103, and limit clamps 1104 move synchronously. The moving support rods 1102 cause the limit clamps 1104 to contact the cable, and then the two sets of limit clamps 1104 clamp and fix the cable. The limit clamps 1104 are arc-shaped, and rubber pads 1105 are fixedly installed on the inner arc surface of the limit clamps 1104.

[0025] The line fixing component 11 also includes an operation panel 1106. The operation panel 1106 has two centrally symmetrical arc-shaped grooves 1107. The two arc-shaped grooves 1107 are slidably connected to a round rod 1108. When the operation panel 1106 rotates, the arc surface of the arc-shaped grooves 1107 will force the round rod 1108 to move. The round rod 1108 will drive the support rod 1102, the extension rod 1103, and the limiting clamp 1104 to move together. The round rod 1108 is fixedly connected to the support rod 1102. The round rod 1108 is fixedly connected to two baffles 1109. The two baffles 1109 contact the front and back surfaces of the operation panel 1106 respectively. The operation panel 1106 has a slot 1110. The baffles 1109 are used to limit the operation panel 1106 and prevent the operation panel 1106 from sliding in the length direction of the round rod 1108. The slot 1110 allows cables to pass through and connect to the electrical interface 4.

[0026] The operating panel 1106 is fixedly connected to the peripheral side of the limiting tooth 12, and the sensor cover 2 is fixedly connected to the side of the elastic rod 13. The elastic rod 13 is fixedly connected to the insertion tooth 14. The insertion tooth 14 normally extends into the gap of the limiting tooth 12. When the elastic rod 13 is bent by force, the insertion tooth 14 leaves the gap of the limiting tooth 12. At this time, the operating panel 1106 is no longer restricted and can be rotated forward and backward as needed.

[0027] In use, the force sensor 3 is fixed in the receiving groove 5 through the first mounting hole 7 and the first bolt 8, the sensor base 1 is connected to the sensor cover 2 through the second mounting hole 9 and the second bolt 10, and the cable is connected to the electrical interface 4.

[0028] The combined appearance of the sensor base 1 and sensor cover 2 is basically the same as that of the existing vehicle component core plate, and the assembly method with the vehicle component remains unchanged. It is installed at the rear of the car body, and the two force sensors 3 correspond to the left and right sides of the longitudinal axis of the railway vehicle respectively. It can not only serve as the core plate to bear the load, but also detect the overall load of the vehicle and measure the magnitude of the load-bearing capacity. Since the center plate needs to be inserted into the center pin to achieve axial rotation, the outer shell of the force sensor 3 is adapted to be semi-circular, but the principle remains the same. It can continuously monitor the vehicle's operating status between two monitoring points, ensuring that the most dangerous transient conditions are not missed, thus improving the comprehensiveness and real-time performance of the monitoring. It is unaffected by environmental factors such as rain, snow, fog, dust, and changes in light, and can work stably under various adverse weather and lighting conditions, thereby improving the reliability and accuracy of the monitoring. By directly measuring the lateral rolling force generated by the railway vehicle during operation using force sensor 3, rather than just monitoring the vehicle's motion posture, this direct measurement method can more accurately reflect the actual lateral rolling situation of the vehicle, provide more reliable data support for safety assessment, and reduce errors and uncertainties caused by model conversion data. It replaces manual inspection, avoiding the lag in inspection results and reliance on experience.

[0029] When the force sensor 3 is working, it is necessary to ensure that the electrical interface 4 is connected to the cable. The data detected by the force sensor 3 is transmitted to the backend through the cable.

[0030] When it is necessary to fix or remove the cable, first pry the spring rod 13 to separate the insertion tooth 14 from the limiting tooth 12. At this time, the operating disk 1106 can be rotated forward or backward according to the purpose. According to the forward and reverse rotation of the arc groove 1107, the round rod 1108, support rod 1102, extension rod 1103, and limiting clamp 1104 will move along the guide groove 1101. The two arc grooves 1107 cooperate to make the two limiting clamps 1104 move towards or in opposite directions according to the rotation direction of the operating disk 1106, thereby fixing or loosening the cable inserted into the electrical interface 4. When the two limiting clamps 1104 are close to each other to fix the cable, it can prevent vibration from affecting the firmness of the connection between the cable and the electrical interface 4. The rubber pad 1105 is deformed by the compression of the limiting clamp 1104 to avoid the clamping force from damaging the cable. When the two limiting clamps 1104 are far apart to loosen the cable, the cable can be removed from the electrical interface 4.

[0031] When the operating panel 1106 does not need to be rotated, the spring rod 13 is released. The spring rod 13 returns to its elastic state, causing the insert tooth 14 to be inserted into the gap of the limiting tooth 12, thus preventing the operating panel 1106 from rotating arbitrarily due to external force.

[0032] The remaining structure is the same as that in Example 1.

[0033] It should be noted that the above embodiments are only used to illustrate the technical solution of this utility model and are not intended to limit it. Although this utility model has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solution of this utility model without departing from the spirit and scope of the technical solution of this utility model, and all such modifications or substitutions should be covered within the scope of the claims of this utility model.

Claims

1. A sensor assembly for monitoring the roll of railway vehicles, characterized in that: The sensor includes a sensor base (1), the upper end of which is connected to a sensor cover (2). A force sensor (3) is provided on the upper surface of the sensor base (1) and the force sensor (3) is nested in the sensor cover (2). The two force sensors (3) are respectively provided with electrical interfaces (4). A receiving groove (5) is opened on the side of the sensor cover (2), and the electrical interface (4) is located in the receiving groove (5).

2. The sensor assembly for monitoring the roll of railway vehicles according to claim 1, characterized in that: The sensor base (1) has a positioning groove (6), and the force sensor (3) is located in the positioning groove (6).

3. The sensor assembly for monitoring the roll of railway vehicles according to claim 2, characterized in that: The positioning groove (6) and the force sensor (3) are provided with first mounting holes (7), and a number of the first mounting holes (7) are threaded with first bolts (8). The sensor base (1) and the sensor cover (2) are provided with second mounting holes (9), and the second mounting holes (9) are threaded with second bolts (10).

4. The sensor assembly for monitoring the roll of railway vehicles according to claim 1, characterized in that: The sensor cover (2) is provided with two wiring fasteners (11); The line fixing component (11) includes two guide grooves (1101), which are symmetrically opened on the side of the sensor cover (2). The guide grooves (1101) are slidably connected to a support rod (1102), and the support rod (1102) is fixedly connected to an extension rod (1103). The extension rod (1103) is fixedly connected to a limit clamp (1104). The limit clamp (1104) is arc-shaped, and a rubber pad (1105) is fixedly installed on the inner arc surface of the limit clamp (1104).

5. A sensor assembly for monitoring the roll of railway vehicles according to claim 4, characterized in that: The line fixing component (11) also includes an operating panel (1106), which has two centrally symmetrical arc grooves (1107). The two arc grooves (1107) are slidably connected to a round rod (1108). The round rod (1108) is fixedly connected to a support rod (1102). The round rod (1108) is fixedly connected to two baffles (1109). The two baffles (1109) are in contact with the front and back surfaces of the operating panel (1106) respectively. The operating panel (1106) has a slot (1110).

6. A sensor assembly for monitoring the roll of railway vehicles according to claim 5, characterized in that: The operating disk (1106) has a limiting tooth (12) fixedly connected to its circumferential side, and the sensor cover (2) has a spring rod (13) fixedly connected to its side. The spring rod (13) has a tooth (14) fixedly connected to it. The tooth (14) normally extends into the gap of the limiting tooth (12).

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