CN111597703B - Design parameter determination method and device for track detection device and readable storage medium - Google Patents

Abstract

The invention provides a method and a device for determining design parameters of a track inspection device and a readable storage medium, wherein the method comprises the following steps: determining an evaluation index of the track inspection device; establishing a simulation model of the rail inspection device; inputting parameter values corresponding to the key parameters into the simulation model, wherein the key parameters correspond to the evaluation indexes; the simulation model calculates and outputs an evaluation index value corresponding to the evaluation index according to the parameter value, and determines the design parameter of the key parameter according to the evaluation index value; wherein, the device is examined to the rail is equipped with the leading wheel and walks the road wheel, is used for respectively with the guide rail face with walk the road rail face contact, and the evaluation index includes: the interaction force between the guide wheel and the guide rail surface is larger than zero, and the offset of the geometric center of the rail inspection device relative to the longitudinal center line of the walking rail surface is smaller than the offset threshold. The design parameter determination method of the rail inspection device can accurately determine the design parameters of the rail inspection device so as to ensure the detection precision of the rail inspection device on the monorail track beam.

Description

Design parameter determination method and device for track detection device and readable storage medium

Technical Field

The invention relates to the technical field of track detection, in particular to a method and a device for determining design parameters of a track detection device and a readable storage medium.

Background

In the related technology, straddle type monorail transit is a novel traffic system suitable for backbone urban public transport lines and sightseeing tour lines, and has the advantages of low cost, short construction period, strong climbing capacity, small turning radius, low noise and the like, and is popular in wide cities. The track beam of straddle type monorail transit is generally an elevated line bridge, is a bridge structure for bearing the load of a train, is a track for supporting the running and guiding of vehicles, and has the requirements on the manufacturing precision and the field erection and installation precision far higher than those of a common bridge. In addition, the quality of the monorail line directly affects the running safety of the train and the riding comfort of passengers.

Disclosure of Invention

The present invention is directed to solving at least one of the above problems.

Therefore, a first object of the present invention is to provide a method for determining design parameters of a track inspection device.

A second object of the present invention is to provide a design parameter determining apparatus for a rail inspecting apparatus.

A third object of the present invention is to provide a readable storage medium.

In order to achieve the first object of the present invention, an embodiment of the present invention provides a method for determining design parameters of a rail inspection apparatus, where the rail inspection apparatus is configured to perform precision detection on a guide rail surface and a traveling rail surface of a monorail beam, and the method for determining design parameters of the rail inspection apparatus includes: determining an evaluation index of the track inspection device; establishing a simulation model of the rail inspection device; inputting parameter values corresponding to the key parameters into the simulation model, wherein the key parameters correspond to the evaluation indexes; the simulation model calculates and outputs an evaluation index value corresponding to the evaluation index according to the parameter value, and determines the design parameter of the key parameter according to the evaluation index value; wherein, the rail is examined the device and is equipped with and walks capable wheel and leading wheel, is used for respectively with walking capable rail surface and leading rail surface mutual contact, and the evaluation index includes: the interaction force between the guide wheel and the guide rail surface is larger than zero, and the offset of the geometric center of the rail inspection device relative to the geometric center of the walking rail surface is smaller than the offset threshold.

The method comprises the steps of firstly determining an evaluation index influencing precision detection, wherein the evaluation index corresponds to a key parameter, establishing a simulation model of the rail detection device, inputting a parameter value of the key parameter corresponding to the evaluation index into the simulation model, automatically calculating the key parameter value of the rail detection device through a program, and forming a design parameter of the rail detection device by using a plurality of optimal key parameter values. The optimal parameter value corresponding to the key parameter, namely the design parameter, is obtained through reverse calculation, so that the design parameter of the rail inspection trolley can be automatically determined by establishing a simulation model, design input is provided for the rail inspection device under the condition of meeting the detection precision, the precise detection of the single rail is ensured, and the safety and the comfort of a train in operation on the single rail can be ensured.

In addition, the technical scheme provided by the invention can also have the following additional technical characteristics:

among the above-mentioned technical scheme, the rail is examined the device and is included: a chassis; the first running mechanism is connected to the inner side of the underframe; the second running mechanism is connected to the inner side of the chassis, and the second running mechanism and the first running mechanism are arranged at intervals in the running direction; the walking wheels are arranged on the first walking mechanism and the second walking mechanism; the first guide mechanism is connected to two opposite outer sides of the underframe; the second guide mechanisms are connected to two opposite outer sides of the underframe, and the second guide mechanisms and the first guide mechanisms are arranged at intervals in the running direction; the guide wheels are arranged on the first guide mechanism and the second guide mechanism; wherein, the key parameters include: a first parameter being a span between the first running gear and the second running gear; the second parameter is a span between the first guide mechanism and the second guide mechanism.

The span between the first running mechanism and the second running mechanism is the span between the running wheels of the first running mechanism and the running wheels on the same side of the second running mechanism, the larger the span value is, the larger the transverse offset of the geometric center of the rail inspection device is, the more difficult the transverse offset is to be ensured to fall within the range of the transverse offset threshold, and the smaller the span value is, the more difficult the stability of the rail inspection device is to be ensured. Therefore, the optimal span value between the first running mechanism and the second running mechanism can be used as one of design parameters of the rail detection device to ensure the detection precision of the rail detection device on the running rail surface. The span between the first guide mechanism and the second guide mechanism is the span between the guide wheel of the first guide mechanism and the guide wheel on the same side of the second guide mechanism, and the larger the span value is, the more difficult it is to ensure the evaluation condition that the interaction force between each guide wheel and the guide rail surface is greater than zero, that is, the larger the span is, some guide wheels may be separated from the guide rail surface, and the transverse moving amount of the geometric center of the chassis is increased accordingly.

In any of the above technical solutions, the step of calculating and outputting an evaluation index value corresponding to the evaluation index by the simulation model according to the parameter value, and determining the design parameter of the key parameter according to the evaluation index value includes: the simulation model determines a first design parameter of the first parameter; the simulation model determines a second design parameter of the second parameter according to the first design parameter.

On the basis of determining the first design parameter, according to the first design parameter, determining the optimal value of the span between the first guide mechanism and the second guide mechanism as a second design parameter, wherein the evaluation index value corresponding to the second design parameter meets the evaluation index. Therefore, the evaluation index values determined by the first design parameters and the second design parameters can both satisfy the evaluation index. The step can quickly and accurately calculate the first design parameter and the second design parameter, and data is reliable.

In any of the above technical solutions, the step of determining the first design parameter by the simulation model includes: inputting a plurality of groups of first parameter values of the first parameters and a group of second parameter values of the second parameters into the simulation model, wherein any group of first parameter values is larger than or smaller than any other group of first parameter values; the simulation model correspondingly calculates a plurality of evaluation index values one by one according to the second parameter values and the plurality of groups of first parameter values; determining an evaluation index value close to the evaluation index as an evaluation index determination value; a first parameter value corresponding to the evaluation index determination value is determined as a first design parameter value.

The method includes the steps that span values of spans between different first running mechanisms and different second running mechanisms are input into a simulation model, radial force of a guide wheel and transverse displacement of an underframe are obtained through calculation of a dynamic simulation model, first design parameters can be optimally designed, and the first design parameters obtained through the method are accurate and reliable.

In any of the above technical solutions, the first design parameter is 500mm; the second design parameter is 400mm.

In this technical scheme, when the first design parameter value is 500mm and when the second design parameter value is 400mm, no matter how the shape of guided way face, can guarantee that four leading wheels totally can not break away from the guided way face around to can satisfy the interaction force between leading wheel and the guided way face and be greater than zero, guaranteed simultaneously that the rail examines the requirement that the device carries out the precision detection to the monorail roof beam.

In any of the above technical solutions, the first guide mechanism further includes: the elastic piece is arranged between the guide wheel and the underframe, wherein the guide wheel transmits the guide rigidity to the underframe through the elastic piece to be guide rigidity; the key parameters also include: the third parameter is the pre-pressure of the guide wheel; a fourth parameter, which is the guiding rigidity of the guide wheel; and the simulation model determines a third design parameter of the third parameter according to the first design parameter and the second design parameter.

The guide wheel transmits guide force to the chassis through the elastic piece, and the rigidity of the guide wheel and the elastic piece is equivalent to guide rigidity in modeling. The elastic part can avoid overlarge guide rigidity of the guide wheel, easily ensures that the radial force of the guide wheel is greater than zero, and is more favorable for meeting evaluation indexes.

After the first design parameter and the second design parameter are determined, the simulation model predefines a numerical range of the guide pre-pressure and a numerical range of the guide rigidity according to the structure of the simulation model, numerical values in the numerical range of the guide pre-pressure are input into the simulation model, then two-parameter cooperative calculation is carried out in the two numerical ranges, the output maximum radial force of the guide wheel, the output minimum radial force of the guide wheel and the chassis transverse displacement are compared and analyzed, and the relatively optimal guide pre-pressure value and guide rigidity value can be selected according to the proximity degree of an evaluation index value and an evaluation index, so that the purpose of determining the third design parameter and the fourth design parameter is achieved.

In any of the above technical solutions, the third design parameter is that the guiding pre-pressure is not less than 0.69kN and not more than 1.7kN; the fourth design parameter is that the guiding rigidity is more than or equal to 0.5MN/m and less than or equal to 1.2MN/m.

In the technical scheme, in order to meet the requirements that the vehicle body transverse displacement is relatively small, the elastic part is convenient to install in a limited space and easy to manufacture, the guide rigidity value range meeting the requirements is 0.5 MN/m-1.2 MN/m according to the evaluation index, and the guide rigidity value is preferably 0.7MN/m. Under different pre-pressures and guide stiffness, the absolute values of the difference values between the maximum radial force of the front left guide wheel and the minimum radial force of the front right guide wheel and the corresponding pre-pressures are about 0.69kN, so that the pre-pressure meets the evaluation index when the pre-pressure is not less than 0.69kN and not more than 1.7 kN.

In any of the above technical solutions, before the step of determining the design parameter of the first parameter by the simulation model, the method further includes: setting a line type in the simulation model; determining the running route of the track inspection device according to the line type; wherein the line type is a line comprising a curved line segment.

The device is examined to rail is used for carrying out the high accuracy to single track circuit and detects, and the single track generally not only has the straightway, still has the curve section, and can all satisfy the requirement that the accuracy detected at the straightway generally, and the curve section is owing to have certain radian, consequently, not only can make the leading wheel of both sides produce different radial force, also makes the sideslip volume of chassis change to produce the factor that influences the accuracy and detect. By setting the line type in the simulation model, the related data calculated by the simulation model or the obtained related conclusion can be ensured to be closer to reality, and the obtained related data and the obtained related conclusion can be ensured to be more accurate.

To achieve the second object of the present invention, an embodiment of the present invention provides a design parameter determination apparatus for a rail inspection apparatus, including: a memory storing a computer program; a processor executing a computer program; wherein the processor, when executing the computer program, implements the steps of the method for determining design parameters of the track inspection device according to any embodiment of the present invention.

The design parameter determining apparatus for a track inspection apparatus provided in the embodiment of the present invention implements the steps of the design parameter determining method for a track inspection apparatus according to any embodiment of the present invention, and thus has all the advantages of the design parameter determining method for a track inspection apparatus according to any embodiment of the present invention.

To achieve the third object of the present invention, an embodiment of the present invention provides a readable storage medium, which stores a computer program, and when the computer program is executed, the steps of the method for determining the design parameters of the track inspection device according to any embodiment of the present invention are implemented.

The readable storage medium provided by the embodiment of the present invention is a computer readable storage medium to implement the steps of the method for determining the design parameters of the track inspection device according to any embodiment of the present invention, so that the method has all the advantages of the method for determining the design parameters of the track inspection device according to any embodiment of the present invention.

Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention.

Drawings

Fig. 1 is a schematic front view of a track inspection device according to an embodiment of the present invention;

FIG. 2 is a schematic side view of a rail inspection device according to an embodiment of the present invention;

FIG. 3 is a schematic top view of a track inspection device according to an embodiment of the present invention

Fig. 4 is a schematic perspective view of a rail detection device according to an embodiment of the present invention;

FIG. 5 is a flowchart illustrating a method for determining design parameters of a track inspection device according to an embodiment of the present invention;

FIG. 6 is a second flowchart of a method for determining design parameters of a track inspection apparatus according to an embodiment of the present invention;

FIG. 7 is a third flowchart of a method for determining design parameters of a track inspection apparatus according to another embodiment of the present invention;

FIG. 8 is a fourth flowchart illustrating a design parameter determination method for a track inspection apparatus according to an embodiment of the present invention;

FIG. 9 is a fifth flowchart illustrating a design parameter determination method for a track inspection apparatus according to an embodiment of the present invention;

FIG. 10 is a flowchart illustrating a method for determining design parameters of a track inspection device according to another embodiment of the present invention;

fig. 11 is one of evaluation index output graphs for determining the first design parameter by the design parameter determining method of the track inspection apparatus according to the embodiment of the present invention;

FIG. 12 is a second graph of the evaluation index output of the first design parameter determined by the method for determining the design parameters of the track inspection apparatus according to an embodiment of the present invention;

fig. 13 is one of evaluation index output diagrams for determining a second design parameter by the design parameter determining method of the rail inspection apparatus according to the embodiment of the present invention;

FIG. 14 is a second graph of the evaluation index output of the second design parameter determined by the method for determining the design parameters of the track inspection apparatus according to the embodiment of the present invention;

fig. 15 is one of evaluation index output diagrams for determining a third design parameter by the design parameter determining method of the rail inspection apparatus according to the embodiment of the present invention;

fig. 16 is a second diagram of the evaluation index output of the method for determining the design parameters of the rail inspection apparatus according to the embodiment of the present invention;

fig. 17 is a third evaluation index output diagram of the method for determining the design parameter of the track inspection apparatus according to the embodiment of the invention;

FIG. 18 is a fourth evaluation index output diagram of the method for determining the design parameters of the track inspection device according to the embodiment of the present invention;

fig. 19 is a schematic composition diagram of a design parameter determining apparatus of a rail inspection apparatus according to an embodiment of the present invention.

Wherein, the correspondence between the reference numbers and the part names in fig. 1 to 19 is:

100: track inspection device, 110: chassis, 120: first running gear, 130: first guide mechanism, 140: second running gear, 150: second guide mechanism, 102: running wheels, 104: shaft, 106: mount, 108: guide wheel, 109: elastic member, 160: connecting rod, 200: design parameter determination device of the rail inspection device, 210: memory, 220: processor, L1: a span between the first running gear and the second running gear; l2: a span between the first guide mechanism and the second guide mechanism.

Detailed Description

In order that the above objects, features and advantages of the present invention can be more clearly understood, a more particular description of the invention will be rendered by reference to the appended drawings. It should be noted that the embodiments and features of the embodiments of the present application may be combined with each other without conflict.

In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention, however, the present invention may be practiced in other ways than those specifically described herein, and therefore the scope of the present invention is not limited by the specific embodiments disclosed below.

The technical solutions of some embodiments of the present invention are described below with reference to fig. 1 to 19.

Example 1

As shown in fig. 1 to fig. 5, the present embodiment provides a method for determining design parameters of a rail inspection apparatus 100, where the rail inspection apparatus 100 is configured to perform precision detection on a guide rail surface and a traveling rail surface of a monorail beam, and the method for determining design parameters of the rail inspection apparatus 100 includes:

step S102: the evaluation index of the rail inspection apparatus 100 is determined.

Step S104: a simulation model of the orbit inspection apparatus 100 is established.

Step S106: and inputting parameter values corresponding to the key parameters into the simulation model, wherein the key parameters correspond to the evaluation indexes.

Step S108: and the simulation model calculates and outputs an evaluation index value corresponding to the evaluation index according to the parameter value, and determines the design parameter of the key parameter according to the evaluation index value.

The rail inspection device 100 is provided with a traveling wheel 102 and a guide wheel 108, which are respectively used for contacting with a guide rail surface and a traveling rail surface, and the evaluation indexes include: the interaction force between the guide wheel 108 and the guide rail surface is greater than zero, and the offset of the geometric center of the rail inspection device 100 relative to the geometric center of the running rail surface is smaller than the offset threshold.

In this embodiment, straddle formula monorail roof beam is the track roof beam promptly, and the both sides of track roof beam are the guide rail face, and the guide rail face is used for leading the train that moves on the monorail. The upper surface of the track beam is a walking track surface, and the central line of the walking track surface is used as the geometric center of the walking track surface. The width detection precision of the monorail track beam and the irregularity detection precision of the guide rail surface and the walking rail surface are all +/-0.5 mm. The precision of the guide rail surface and the precision of the running rail surface can directly influence the running safety and riding comfort of the train. Therefore, it is necessary to detect the precision of the guide rail surface and the precision of the running rail surface of the monorail, in order to ensure the safety of the train running on the monorail and to improve the comfort of passengers on the train as much as possible.

In the related art, a rail inspection apparatus 100 is used to perform precision inspection on a guide rail surface and a running rail surface. The rail inspection device 100 has traveling wheels 102 and guide wheels 108, wherein the traveling wheels 102 are in contact with a traveling rail surface of the monorail beam, so that the rail inspection device 100 travels on the traveling rail surface and detects the accuracy of the traveling rail surface. The guide wheels 108 are in contact with the guide rail surface, guide the rail inspection device 100 to travel on the traveling rail surface, and detect the accuracy of the guide rail surface.

When the rail detection device 100 runs on the straddle type monorail and is used for detecting the precision of the straddle type monorail, the guide wheels 108 correspondingly run along two guide rail surfaces, so that the running direction of the rail detection device 100 is ensured to be guided, wherein the guide wheels 108 of the rail detection device 100 cannot be separated from the guide rail surface on the side corresponding to the guide wheels 108, namely the interaction force between the guide wheels 108 of the rail detection device 100 and the corresponding guide rail surfaces is required to be greater than zero, namely the interaction force between the wheel rails is required to be greater than zero. However, since the guide rail surface of the straddle-type monorail varies in the running direction, it is necessary to design the key parameters related to the rail inspection device 100 so that the design parameters of the rail inspection device 100 can ensure the detection accuracy of the rail inspection device 100. In addition, in order to ensure the detection accuracy of the single-rail beam width detection, it is necessary to ensure that the offset of the geometric center of the rail detection device 100, which is offset to both sides, is limited within a certain range, that is, the lateral offset of the geometric center of the rail detection device 100 is smaller than the lateral offset threshold value of 0.5mm, which is one of the evaluation indexes of the detection accuracy of the rail detection device 100.

Therefore, in this embodiment, the wheel-rail interaction force between the guide wheel 108 and the guide rail surface is greater than zero, so as to ensure the accuracy of the rail detection device 100 in detecting the irregularity of the guide rail surface and the stable rail surface of the rail beam, and serve as another evaluation index for ensuring that the rail detection device 100 can meet the detection accuracy. The stable rail surface is a walking rail surface of a stable wheel of a bogie of the straddle type monorail vehicle.

In this embodiment, first, an evaluation index that affects precision detection is determined, the evaluation index corresponds to a key parameter, a simulation model of the rail inspection apparatus 100 is established on the basis that the evaluation index is determined to be satisfied, an evaluation index value corresponding to the evaluation index is calculated and output according to a parameter value of the simulation model based on a multi-body system dynamics theory, and a design parameter of the key parameter is determined according to the evaluation index value. The key parameter values of the rail inspection device 100 are automatically calculated by a program by inputting the parameter values of the key parameters corresponding to the evaluation indexes into the simulation model, and the design parameters of the rail inspection device 100 are composed of a plurality of optimal key parameter values. Therefore, by establishing the simulation model, the design parameters of the rail detection device 100 can be automatically determined, so that the rail detection device 100 is designed under the condition of meeting the detection precision, the precise detection of the single rail is ensured, and the safety and the comfort of the train in the operation on the single rail can be ensured.

Example 2

As shown in fig. 1 to 4, the present embodiment provides a method for determining design parameters of a track inspection apparatus 100. In addition to the technical features of the above embodiment, the present embodiment further includes the following technical features:

the rail inspection apparatus 100 includes: the walking mechanism comprises an underframe 110, a first walking mechanism 120, a second walking mechanism 140, a first guide mechanism 130 and a second guide mechanism 150, wherein the first walking mechanism 120 is connected to the inner side of the underframe 110, the second walking mechanism 140 and the first walking mechanism 120 are arranged at intervals in the running direction, and walking wheels 102 are arranged on the first walking mechanism 120 and the second walking mechanism 140 and used for walking on a walking rail surface; the first guide mechanism 130 is connected to two opposite outer sides of the bottom frame 110, the second guide mechanism 150 is connected to two opposite outer sides of the bottom frame 110 and is spaced from the first guide mechanism 130 in the running direction, and the guide wheels 108 are arranged on the first guide mechanism 130 and the second guide mechanism 150 for guiding along the guide rail surface. Wherein, the key parameters include: a first parameter and a second parameter, wherein the first parameter is a span L1 between the first running gear and the second running gear; the second parameter is the span L2 between the first and second guide mechanisms.

Specifically, the first running gear 120 includes: the walking wheels 102 and the shaft 104, wherein the two walking wheels 102 are respectively arranged at two ends of the shaft 104, and the walking wheels 102 run on the walking rail surface. The first and second running gears 120, 140 are identical in composition. The first guide mechanism 130 includes: a fixed frame 106 and a guide wheel 108, wherein the fixed frame 106 is arranged at the outer side of the bottom frame 110, and the guide wheel 108 is connected with the fixed frame 106. The second guide mechanism 150 has the same composition as the first guide mechanism 130.

In this embodiment, the bottom frame 110 has a rectangular outer frame structure, and cross beams and longitudinal beams for ensuring structural strength are provided inside the outer frame structure. One end of the connecting rod 160 is disposed at the geometric center of the rail inspecting apparatus 100, and the other end is disposed with a prism, so that the amount of the traverse of the connecting rod 160, i.e., the amount of the traverse of the geometric center of the bottom chassis 110, needs to be calculated.

The center of the bottom frame 110 is the geometric center of the rail inspection device 100. The axles 104 are arranged coaxially with the running wheels 102, so that the span L1 between the first and second running gear, i.e. the distance between the axle centres of the two axles 104, is obtained. The guide wheels 108 are provided in four, and two guide wheels 108 located on opposite sides constitute a part of the first guide mechanism 130 or a part of the second guide mechanism 150. In this embodiment, two guide wheels 108 are disposed on both sides of the bottom frame 110. When the rail detection device 100 runs on a single rail beam and detects, the guide wheels 108 cannot be separated from the guide rail surfaces all the time, that is, wheel-rail interaction force always exists between each guide wheel 108 and the guide rail surface, otherwise, too large displacement will be generated to influence the detection accuracy of the rail detection device 100.

When the rail inspection apparatus 100 runs on the straddle-type monorail for inspecting the accuracy of the straddle-type monorail, the first running mechanism 120 and the second running mechanism 140 run on the running rail surface, and the first guide mechanism 130 and the second guide mechanism 150 guide the running direction of the rail inspection apparatus 100 along the guide rail surface. The guide wheels 108 of the first guide mechanism 130 and the guide wheels 108 of the second guide mechanism 150 cannot be separated from the guide rail surface, that is, the wheel-rail interaction force between the guide wheels 108 of the first guide mechanism 130 and the guide rail surface and the wheel-rail interaction force between the guide wheels 108 of the second guide mechanism 150 and the guide rail surface directly affect the precision detection of the straddle type monorail by the rail detection device 100.

In this embodiment, the span L1 between the first running gear and the second running gear is the span between the running wheels 102 on the same side of the first running gear 120 and the second running gear 140, the larger the span value between the two running wheels 102 is, the more difficult the transverse offset of the geometric center of the rail inspection apparatus 100 is to be ensured to fall within the range of the threshold value of the transverse offset, and the smaller the span value between the two running wheels 102 is, the more difficult the running stability of the rail inspection apparatus 100 is to be ensured. Therefore, the optimal span between the first running gear 120 and the second running gear 140 can be one of the design parameters of the rail inspection device 100.

The first guide mechanism 130 and the second guide mechanism 150 are identical in composition and structure. The larger the span value is, the more difficult it is to ensure that the wheel-rail interaction force between each guide wheel 108 and the guide rail surface is greater than zero, and at the same time, it is also difficult to ensure the lateral movement amount of the geometric center of the rail inspection device 100 relative to the center line of the running rail surface, that is, the larger the span is, some guide wheels 108 may be separated from the guide rail surface, so that the detection accuracy of the rail inspection device 100 is greatly reduced. Therefore, the optimal span value between the first guide mechanism 130 and the second guide mechanism 150 can be used as one of the design parameters of the rail inspection device 100, and can also be used to ensure the detection accuracy of the rail inspection device 100 on the guide rail surface.

Example 3

As shown in fig. 1 to 4, the present embodiment provides a method for determining design parameters of a track inspection apparatus 100. In addition to the technical features of the above embodiment, the present embodiment further includes the following technical features:

the wheel-rail interaction force between the guide wheel 108 and the guide rail surface is the guide wheel radial force of the guide wheel 108, and the offset of the geometric center of the rail inspection device 100 is the chassis transverse displacement of the chassis 110.

According to the principle of acting force and reacting force, the acting force applied to the guide rail surface by the guide wheel 108 is radial force, and the wheel-rail interaction force between the guide wheel 108 and the guide rail surface can be simplified into the radial force of the guide wheel 108. The bottom frame 110 has a symmetrical structure with a geometric center, so that the offset of the geometric center of the rail detecting device 100 can be simplified to the amount of the traverse of the bottom frame 110. By simplifying the evaluation indexes, the method can bring convenience for calculation, and related parameters can be quickly and accurately calculated through the simulation model.

Example 4

As shown in fig. 6, the present embodiment provides a method for determining design parameters of the track inspection apparatus 100. In addition to the technical features of the above-described embodiments, the present embodiment also includes the following technical features.

The simulation model calculates and outputs an evaluation index value corresponding to the evaluation index according to the parameter value, and the step of determining the design parameter of the key parameter according to the evaluation index value comprises the following steps:

step S202, the simulation model determines a first design parameter of the first parameter.

Step S203, the simulation model determines a second design parameter of the second parameter according to the first design parameter.

In this embodiment, the simulation model is a dynamic parameterized simulation model. When a simulation model of the rail inspection device 100 is established, a three-dimensional model is determined first; the physical properties of the key components corresponding to the key parameters in the rail inspection apparatus 100 are calculated through the three-dimensional model to obtain the mass, the gravity center position, and the moment of inertia of the key components, and then the geometric parameters of the three-dimensional model are determined.

The three-dimensional model can be designed by UG (Unigraphics NX), solidworks and other three-dimensional software. The key parts required for establishing the simulation model comprise: the base frame 110, the connecting rod 160, the first running gear 120, the second running gear 140, the first guide gear 130, the second guide gear 150, and the like.

The simulation model determines an optimal span value of a span L1 between the first running mechanism and the second running mechanism as a first design parameter according to the input parameter value, an evaluation index value corresponding to the first design parameter meets an evaluation index, and then determines an optimal value of a span L2 between the first guide mechanism and the second guide mechanism as a second design parameter according to the first design parameter on the basis of determining the first design parameter, wherein the evaluation index value corresponding to the second design parameter meets the evaluation index. Therefore, the evaluation index values determined by the first design parameter and the second design parameter can both satisfy the evaluation index. The step can quickly and accurately calculate the first design parameter and the second design parameter, and data is reliable.

Example 5

As shown in fig. 7, the present embodiment provides a method for determining design parameters of the track inspection apparatus 100. In addition to the technical features of the above embodiment, the present embodiment further includes the following technical features:

the step of the simulation model determining the first design parameters comprises:

step S302, a plurality of groups of first parameter values of the first parameters and a group of second parameter values of the second parameters are input into the simulation model, and any one group of first parameter values is larger or smaller than any other group of first parameter values.

Step S304, the simulation model calculates a plurality of evaluation index values in a one-to-one correspondence manner according to the second parameter values and the plurality of groups of first parameter values.

In step S306, an evaluation index value close to the evaluation index is determined as an evaluation index determination value.

In step S308, a first parameter value corresponding to the evaluation index determination value is determined as a first design parameter value.

In this embodiment, different span values of the span L1 between the first running mechanism and the second running mechanism are input to the simulation model, and the radial force of the guide wheel and the chassis displacement are obtained through calculation by the dynamic simulation model, so that the first design parameter can be optimally designed. The guide wheel longitudinal span value is represented by FL for the guide wheel 108 on the front left side and FR for the guide wheel 108 on the front right side in the forward direction of the guide wheel 108. In this embodiment, the left guide wheel 108 and the right guide wheel 108 of the first guide mechanism 130 will be described as an example.

Since the guide wheel 108 is guided on a guide rail surface having a certain curvature, the radial forces of FL and FR are different, the radial force of RL is larger, and the radial force of FR is smaller. That is, the guide wheel radial force may vary over a range. As shown in fig. 11, five sets of parameter values of the first parameter are input according to the external dimension of the track inspection device 100, and a set of parameter values of the second parameter is input, and the parameter values of the second parameter refer to the basic conditions of the second parameter as shown in fig. 13: 700mm. The purpose of inputting the parameter values of the second parameter is to be able to meet the calculation requirements, i.e. to give an exact value of the second parameter before the relevant calculations for the input sets of parameter values of the first parameter are performed. The parameter values of the five groups of first parameters are respectively: operating condition 1 as shown in fig. 11: 500mm, working condition 2:600mm, working condition 3:700mm, working condition 4:800mm, working condition 5:900mm. The simulation model performs the dynamic calculation of the rail inspection apparatus 100 according to the input parameter values of the first parameter, and each input set of parameter values of the first parameter will correspond to the paired occurrence of the radial force FL and the radial force FR of the output guide wheel and the chassis displacement, as shown in fig. 11 and 12. As can be seen from fig. 11, the evaluation index values corresponding to the parameter values of the five groups of first parameters, that is, the radial force of the guide wheel, all satisfy the evaluation index greater than zero, while as can be seen from fig. 15, the evaluation index values corresponding to the five groups of first parameter values, that is, the chassis transverse displacement amount, all are greater than 1.0mm, that is, all do not satisfy the evaluation index, and as the parameter value of the first parameter increases, the chassis transverse displacement amount also increases. Therefore, referring to fig. 11, the simulation model compares the output five sets of radial forces of the guide wheel with the evaluation indexes respectively, and determines the evaluation index value adjacent to the evaluation indexes: the radial force of the guide wheel is 1.4kN, and the evaluation index determination value is as follows: the parameter value of a first parameter corresponding to the wheel radial force of 1.4kN is a working condition 1:500mm, and therefore, the parameter value of the first parameter corresponding to the guide wheel radial force closest to the evaluation index is preliminarily determined as the first design parameter. Similarly, as shown in fig. 12, the simulation model compares the output values of the five sets of chassis shift amounts with the evaluation indexes, and determines the evaluation index value adjacent to the evaluation index: the chassis transverse displacement of 1.2mm is an evaluation index determination value which is: the parameter value of a first parameter corresponding to the chassis transverse displacement of 1.2mm is a working condition 1:500mm, and then, in conjunction with fig. 11, the parameter value of the first parameter corresponding to the chassis lateral shift value closest to the evaluation index can be determined as the first design parameter. In the present example, the optimum longitudinal wheel span value obtained, i.e. the span L1 between the first and second running gear, is 500mm, i.e. L1=500mm. When the value of the first design parameter is 500mm, no matter how the shape of the running rail surface is, the four running wheels 102 in total can be ensured not to be separated from the running rail surface, so that the evaluation index of the chassis transverse displacement can be met, and the rail inspection device 100 can meet the requirement of precision detection on the single-rail beam.

The process of the simulation model determining the second design parameters of the second parameters according to the first design parameters is the same as the process of the simulation model determining the first design parameters.

On the basis of determining the first design parameter, different longitudinal span values of the guide wheel are input into the simulation model, and the radial force of the guide wheel and the chassis transverse displacement are obtained through calculation of the dynamic simulation model so as to optimize the longitudinal span value of the guide wheel.

As shown in fig. 14, four sets of parameter values of the second parameter are input to perform the kinetic calculation of the rail inspection apparatus 100. Since in the step of determining the first design parameter, the base regime for the second parameter has been determined: 700mm, the four sets of parameter values of the second parameter input in the step are respectively: operating condition 1 as shown in fig. 14: 800mm, working condition 2:600mm, working condition 3:500mm, working condition 4:400mm.

Each time the simulation model inputs a set of parameter values of the second parameter, the radial force of the guide wheel and the chassis transverse displacement are correspondingly output, as shown in fig. 13 and 14. As can be seen from fig. 13, the evaluation index values corresponding to the parameter values of the four sets of second parameters, that is, the guide wheel radial force, all satisfy the evaluation index greater than zero, and the smaller the assigned value of the parameter value of the second parameter is, the larger the FL guide wheel radial force is, and as can be seen from fig. 14, the evaluation index values corresponding to the parameter values of the four sets of second parameters, that is, the chassis lateral displacement amount also approaches to 0.5mm more and more as the assigned value of the parameter value of the second parameter is reduced. Therefore, referring to fig. 14, a parameter value 400mm of the second parameter in the fourth condition is determined as the second design parameter, the output guide wheel radial force and the chassis transverse displacement are compared and analyzed, as shown in fig. 13, the simulation model compares the output four sets of guide wheel radial forces with the evaluation indexes, and the parameter value of the second parameter corresponding to the guide wheel radial force closest to the evaluation indexes is preliminarily determined as the design parameter value. Similarly, the simulation model compares the output values of the four chassis lateral displacement values with the evaluation indexes, and in conjunction with fig. 13 and 14, may determine the parameter value of the second parameter corresponding to the chassis lateral displacement value closest to the evaluation index as the design parameter. In this embodiment, the obtained optimal longitudinal span value of the guide wheel, that is, the span value of the span L2 between the first guide mechanism and the second guide mechanism, is 400mm, that is, L2=400mm. Similarly, when the second design parameter is 400mm, the front and rear guide wheels 108 are ensured not to be separated from the running rail surface no matter how the shape of the guide rail surface is, so that the requirement that the precision detection of the rail inspection device 100 on the monorail beam is further ensured from the other aspect because the interaction force between the guide wheels 108 and the guide rail surface is greater than zero can be met.

Example 6

As shown in fig. 2, the present embodiment provides a method for determining design parameters of the track inspection apparatus 100. In addition to the technical features of the above-described embodiments, the present embodiment also includes the following technical features.

The first guide mechanism 130 and the second guide mechanism 150 each include: and the elastic member 109 is arranged between the guide wheel 108 and the chassis 110, wherein the guide wheel 108 transmits the guide rigidity to the chassis 110 through the elastic member 109 to form the guide rigidity.

The key parameters also include: a third parameter and a fourth parameter, the third parameter is the guiding pre-pressure of the guide wheel 108, and the fourth parameter is the guiding rigidity of the guide wheel 108.

And the simulation model performs cooperative calculation on the third parameter and the fourth parameter according to the first design parameter and the second design parameter so as to determine the third design parameter of the third parameter and the fourth design parameter of the fourth parameter.

In this embodiment, the elastic member 109 may be a steel spring, the elastic member 109 is disposed between the guide wheel 108 and the fixing frame 106, the fixing frame 106 is connected to the outer side of the chassis 110, the guide wheel 108, the elastic member 109 and the fixing frame 106 serve as a guide system, the guide wheel 108 transmits a guide force to the chassis 110 through the steel spring, and the stiffness of the guide wheel 108 and the elastic member 109 is equivalent to a guide stiffness during modeling. The elastic member 109 can avoid the guiding rigidity of the guide wheel 108 from being too high, and easily ensure that the radial force of the guide wheel 108 is greater than zero, which is more favorable for meeting the evaluation index.

The third parameter is determined as the guiding pre-pressure and the guiding rigidity, and a certain pre-pressure, namely the guiding pre-pressure, needs to be given to the guide wheel 108 at the beginning of the guiding process of the guide wheel 108, so that a certain interaction force is generated between the guide wheel 108 and the guide rail surface. Because the guide wheel 108 moves along a curved surface with a certain curvature in the guiding process, the rigidity of the guide wheel 108 needs to meet a certain range, and the rigidity value cannot be too large, so as to avoid excessive abrasion, damage or fracture of the guide wheel 108; the stiffness value should not be too small to ensure interaction between the guide wheel 108 and the guide rail face. Therefore, the pilot pre-pressure value and the pilot stiffness value between the guide wheel 108 and the guide rail surface also become one of the key parameters affecting the interaction force between the guide wheel 108 and the corresponding two guide rail surfaces.

In this embodiment, after the first design parameter and the second design parameter are determined, a numerical range of the guide pre-pressure and a numerical range of the guide stiffness are predefined according to the structure of the simulation model, then two parameters are cooperatively calculated in the two numerical ranges, the output maximum radial force of the guide wheel, the output minimum radial force of the guide wheel and the chassis displacement are compared and analyzed, an evaluation index value is correspondingly calculated, and a relatively optimal guide pre-pressure value and a guide stiffness value are selected according to the proximity of the evaluation index value and the evaluation index, so that the purpose of determining a third design parameter is achieved.

Referring to fig. 8, the method for determining the design parameters of the rail inspection apparatus 100 includes the following steps:

and S402, building a dynamic parameterized model of the rail detection device according to the actual structure of the rail detection device.

And S404, inputting different longitudinal span values of the traveling wheel, calculating by a dynamic model to obtain the radial force of the guide wheel and the chassis transverse displacement, and optimally designing key parameter values of the longitudinal span of the traveling wheel.

And S406, inputting different longitudinal span values of the guide wheel, calculating by a dynamic model to obtain the radial force of the guide wheel and the chassis transverse displacement, and optimally designing key parameter values of the longitudinal span of the guide wheel.

And step S408, inputting different pre-pressure values and guiding rigidity values, obtaining the maximum and minimum radial forces and the chassis transverse displacement of the guide wheel through cooperative calculation, and optimally designing the pre-pressure values and the guiding rigidity values of the guide wheel.

Specifically, referring to fig. 9, the method for determining the design parameters of the rail inspection apparatus 100 includes the following steps:

and S502, determining evaluation indexes influencing high-precision detection, and building a dynamic parameterized simulation model of the straddle type monorail inspection device based on a multi-body system dynamics theory.

And step S504, inputting five groups of longitudinal span values of the walking wheels and one group of longitudinal span values of the guide wheels according to the external dimension of the rail inspection device.

And step S506, calculating the dynamics of the rail inspection device.

And step S508, comparing and analyzing.

In step S510, it is determined whether or not the evaluation index is closest.

In step S512, if the determination is no, exclusion is performed.

And step S514, if the judgment result is yes, outputting the optimal running wheel longitudinal span value.

In step S516, the longitudinal span values of the four guide wheels are input, and the process returns to step S506.

In step S518, it is determined whether or not the evaluation index is smaller.

In step S520, if the determination is no, exclusion is performed.

In step S522, if the determination is yes, the optimal guide wheel longitudinal span value is output.

In step S524, five sets of pilot pressure values and nine sets of pilot stiffness values are input.

And step S526, performing dynamic collaborative simulation calculation on the two parameters.

Step S528, comparative analysis.

In step S530, it is determined whether or not the minimum value is within the evaluation index range.

In step S532, if the determination is no, exclusion is performed.

And step S534, if the judgment result is yes, outputting the optimal guide wheel pre-pressure value and the guide stiffness value.

The process of the simulation model determining the second design parameter of the second parameter according to the first design parameter is ended, and according to the value L2=400mm of the second design parameter, the range of the third parameter can also be calculated: guiding a pre-pressure value: 0.7kN to 1.7kN, and a pilot stiffness value of 0.4MN/m to 1.2MN/m.

Example 7

The present embodiment provides a method for determining design parameters of the rail inspection apparatus 100. In addition to the technical features of the above-described embodiments, the present embodiment also includes the following technical features.

The third design parameter is that the guiding pre-pressure is less than or equal to 0.69kN and less than or equal to 1.7kN;

the fourth design parameter is that the guiding rigidity is more than or equal to 0.5MN/m and less than or equal to 1.2MN/m.

The process of determining the third design parameter of the third parameter and the fourth design parameter of the fourth parameter by the simulation model according to the second design parameter is the same as the process of determining the first design parameter by the simulation model.

And when the simulation model inputs a group of parameter values of the third parameter, the radial force of the guide wheel and the chassis transverse displacement are correspondingly output, and the design parameter of the third parameter can be determined by performing dynamic collaborative simulation calculation on the radial force of the guide wheel and the guide rigidity value. As can be seen from fig. 12, five sets of pilot pre-pressure values of the pilot pre-pressure and nine sets of pilot stiffness values of the pilot stiffness are input, where the five sets of pilot wheel pre-pressure values are respectively selected within the range of the pilot pre-pressure values, and are: 0.8kN, 1.0kN, 1.2kN, 1.5kN and 1.7kN, wherein nine groups of guiding rigidity values are selected according to the guiding rigidity value ranges: 0.4MN/m to 1.2MN/m, selected at intervals of 0.1MN/m, and respectively: 0.4MN/m, 0.5MN/m, 0.6MN/m, 0.7MN/m, 0.8MN/m, 0.9MN/m, 1.0MN/m, 1.1MN/m, 1.2MN/m.

As can be seen from fig. 15, the evaluation index values corresponding to the five sets of pilot pre-pressure values, that is, the FL pilot wheel radial force, are still the largest, and at a fixed pilot stiffness value, the larger the pilot pre-pressure value is, the larger the pilot wheel radial force is. Under the fixed guiding pre-pressure value, the larger the guiding rigidity value is, the smaller the radial force of the guiding wheel tends to be.

As can be seen from fig. 16, the evaluation index values corresponding to the five sets of pilot pre-pressure values, that is, the FR pilot wheel radial force, are still relatively small, and at a fixed pilot stiffness value, the larger the pilot wheel pre-pressure value is, the larger the pilot wheel radial force is. And under the fixed guide prepressing value, the larger the guide rigidity value is, the greater the radial force of the guide wheel tends to be. Referring again to FIG. 8, the pilot pre-pressure value may be determined to be 0.7kN. When the small pre-pressure is 0.8kN and different guide stiffness, the minimum guide force of the front and right guide wheels 108 when the rail inspection device passes through the curve is 107.2N, namely when the pre-pressure is 0.8kN, the front and right guide wheels 108 are not separated from the guide rail surface, and the guide force and the allowance of 107.2N meet the evaluation index.

Therefore, as can be seen from fig. 15 and 16, since the rotating force of the guide rail inspection device passing through the curve, that is, the pan head torque, is a fixed value in the same curve working condition, when the rail inspection device passes through the curve under different pre-pressures and guide stiffness, the absolute values of the differences between the maximum radial force of the front left guide wheel and the minimum radial force of the front right guide wheel and the corresponding pre-pressures are both about 0.69kN, and therefore, the pre-pressure should satisfy the evaluation index when being greater than 0.69 kN.

As can be seen from fig. 17, the greater the guiding stiffness, the smaller and larger the chassis traverse. The guiding rigidity value of the intermediate change is 0.7MN/m, so that the guiding rigidity value can be selected to be 0.7MN/m. As can be seen from the verification of the chassis lateral movement amount when the guide rigidity value is 0.7MN/m in FIG. 18, the chassis lateral movement amount satisfies the evaluation index of less than 0.5mm. As shown in fig. 13 and 14, it was determined that the guide rigidity value was 0.7MN/m. Under the same guiding rigidity and different pre-pressures, the vehicle body transverse displacement when the rail detection device passes through the curve is almost completely overlapped, namely, the pre-pressure has very little influence on the vehicle body transverse displacement when the rail detection device passes through the curve under the same guiding rigidity. Meanwhile, according to the evaluation index, the range of the guiding rigidity value meeting the requirement is 0.5-1.2 MN/m of MN/m.

In the embodiment, the maximum radial force of the guide wheel, the minimum radial force of the guide wheel and the chassis transverse displacement which are output are compared and analyzed through the simulation model, and the guide pre-pressure value and the guide stiffness value are optimally designed, namely, the third design parameter and the fourth design parameter are determined.

In order to meet the requirements that the vehicle body transverse displacement is relatively small, the elastic part 109 is convenient to install in a limited space and easy to manufacture, the guide rigidity value range meeting the requirements is 0.5 MN/m-1.2 MN/m according to the evaluation index, and the guide rigidity value is preferably 0.7MN/m. Because the rotating force of the guide rail detection device 100 passing through the curve, namely the shaking head moment, is a constant value under the same curve working condition, when the guide rail detection device passes through the curve under different guide pre-pressures and guide rigidity, the absolute values of the difference values between the maximum radial force of the front left guide wheel and the minimum radial force of the front right guide wheel and the corresponding pre-pressures are about 0.69kN, and therefore, the pre-pressures meet the evaluation index when the pre-pressures meet the condition that the guide pre-pressures are not less than 0.69kN and not more than 1.7 kN.

Example 8

As shown in fig. 10, the present embodiment provides a method for determining design parameters of the track inspection apparatus 100. In addition to the technical features of the above embodiment, the present embodiment further includes the following technical features:

the step of determining the design parameters of the first parameter by the simulation model further comprises the following steps:

step S602, a line type is set in the simulation model.

In step S604, the operation route of the rail inspection device 100 is determined according to the line type.

Wherein the line type is a line containing a curved line segment.

The rail detection device 100 is used for precision detection on a single rail, the single rail generally comprises not only a straight line section but also a curve section, the straight line section can generally meet the requirement of precision detection, the curve section can enable guide wheels 108 on two sides to generate different radial forces, and the transverse moving amount of an underframe 110 is changed, so that factors influencing precision detection are generated. The smaller the radius of the passing curve, the poorer the vehicle dynamics, with the radius of the curve of the line in this example being R50m, under the same parameters. By setting the line type in the simulation model, the related data calculated by the simulation model or the related conclusion obtained can be ensured to be closer to reality, and the obtained related data and the obtained related conclusion can be ensured to be more real and accurate.

Example 9

As shown in fig. 19, the present embodiment provides a design parameter determining apparatus 200 of a rail inspection apparatus 100, including: the memory 210 stores a computer program, and the processor 220 executes the computer program, wherein the processor 220 implements the steps of the design parameter determination method of the track inspection device 100 when executing the computer program.

The design parameter determining apparatus for a track inspection apparatus provided in the embodiment of the present invention implements the steps of the design parameter determining method for a track inspection apparatus according to any embodiment of the present invention, and thus has all the advantages of the design parameter determining method for a track inspection apparatus according to any embodiment of the present invention.

Example 10

The present embodiment provides a readable storage medium, which stores a computer program, and when the computer program is executed, the computer program implements the steps of the design parameter determination method of the track inspection apparatus 100.

The readable storage medium provided by the embodiment of the present invention is a computer readable storage medium to implement the steps of the method for determining the design parameters of the track inspection apparatus according to any embodiment of the present invention, so that the method has all the advantages of the method for determining the design parameters of the track inspection apparatus according to any embodiment of the present invention.

In summary, the embodiment of the invention has the following beneficial effects:

1. the first design parameters of the rail inspection device 100 are determined through the simulation model, the second design parameters are determined on the basis of the first design parameters, the third design parameters are determined on the basis of the second design parameters, calculation is rigorous, design time is saved, design efficiency is improved, and the determined design parameters are more accurate.

2. The evaluation indexes affecting the accuracy detection of the rail detection device 100 are simplified into the guide wheel radial force and the chassis displacement amount of the rail detection device 100, and the design parameters of the rail detection device 100 are more easily determined.

3. Through the analysis of the evaluation indexes, three key parameters influencing the precision detection of the rail detection device 100 are found out, and the steps and the method for determining the design parameters by the rail detection device 100 are simplified.

4. And the reasonable range and the guide stiffness value range of the guide pre-pressure value are calculated through the simulation model, so that the step and the method for determining the design parameters are further simplified.

In the description herein, the description of the terms "one embodiment," "some embodiments," "specific embodiments," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

In the present invention, the term "plurality" means two or more unless explicitly defined otherwise. The terms "upper", "lower", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience in describing the present invention and simplifying the description, but do not indicate or imply that the referred devices or units must have a specific direction, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present invention.

The above is only a preferred embodiment of the present invention, and is not intended to limit the present invention, and various modifications and changes will occur to those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims (7)

1. A method for determining design parameters of a rail inspection device is characterized in that the rail inspection device is used for performing precision detection on a guide rail surface and a walking rail surface of a monorail beam, and the method for determining the design parameters of the rail inspection device comprises the following steps:

determining an evaluation index of the rail inspection device;

establishing a simulation model of the rail inspection device;

inputting parameter values corresponding to key parameters to the simulation model, wherein the key parameters correspond to the evaluation indexes;

the simulation model calculates and outputs an evaluation index value corresponding to the evaluation index according to the parameter value, and determines the design parameter of the key parameter according to the evaluation index value;

wherein, the device is examined to the rail is equipped with and walks capable wheel and leading wheel, be used for respectively with walk capable rail surface and leading rail surface contact with each other, the evaluation index includes: the interaction force between the guide wheel and the guide rail surface is greater than zero, and the offset of the geometric center of the rail inspection device relative to the geometric center of the walking rail surface is smaller than an offset threshold;

the rail inspection device includes:

a chassis;

the first walking mechanism is connected to the inner side of the underframe;

the second running mechanism is connected to the inner side of the underframe, and the second running mechanism and the first running mechanism are arranged at intervals in the running direction;

the travelling wheels are arranged on the first travelling mechanism and the second travelling mechanism;

a first guide mechanism; are connected to two opposite outer sides of the underframe;

the second guide mechanisms are connected to two opposite outer sides of the underframe, and the second guide mechanisms and the first guide mechanisms are arranged at intervals in the running direction;

the guide wheels are arranged on the first guide mechanism and the second guide mechanism;

wherein the key parameters include:

a first parameter being a span between the first running gear and the second running gear;

a second parameter that is a span between the first guide mechanism and the second guide mechanism;

the simulation model calculates and outputs an evaluation index value corresponding to the evaluation index according to the parameter value, and the step of determining the design parameter of the key parameter according to the evaluation index value comprises the following steps:

the simulation model determines a first design parameter of the first parameter;

the simulation model determines a second design parameter of the second parameter according to the first design parameter;

the step of the simulation model determining the first design parameter for the first parameter comprises:

inputting a plurality of groups of first parameter values of the first parameters and a group of second parameter values of the second parameters into the simulation model, wherein any group of the first parameter values is larger or smaller than any other group of the first parameter values;

the simulation model correspondingly calculates a plurality of evaluation index values one by one according to the second parameter values and the plurality of groups of first parameter values;

determining the evaluation index value close to the evaluation index as an evaluation index determination value;

determining the first parameter value corresponding to the evaluation index determination value as the first design parameter.

2. The method for determining design parameters of an orbit detection device according to claim 1,

the first design parameter value is 500mm;

the second design parameter value is 400mm.

3. The method for determining the design parameters of the rail inspection device according to claim 1 or 2, wherein each of the first guide mechanism and the second guide mechanism comprises:

the elastic piece is arranged between the guide wheel and the underframe;

the guide wheel transmits guide rigidity to the underframe through the elastic piece to form guide rigidity;

the key parameters further include:

a third parameter, which is the guide pre-pressure of the guide wheel;

a fourth parameter which is the guiding rigidity of the guiding wheel;

and the simulation model performs cooperative calculation on the third parameter and the fourth parameter according to the first design parameter and the second design parameter to determine a third design parameter of the third parameter and a fourth design parameter of the fourth parameter.

4. The method for determining design parameters of a track inspection device according to claim 3,

the third design parameter is that the guide pre-pressure is not less than 0.69kN and not more than 1.7kN;

the fourth design parameter is that the guiding rigidity is more than or equal to 0.5MN/m and less than or equal to 1.2MN/m.

5. The method for determining design parameters of an orbit detection device according to claim 1 or 2, wherein the step of determining the design parameters of the first parameters by the simulation model further comprises:

setting a line type in the simulation model;

determining an operation route of the rail inspection device according to the line type;

wherein the line type is a line containing a curved line segment.

6. A design parameter determination device for a rail inspection device, comprising:

a memory storing a computer program;

a processor executing the computer program;

wherein the processor, when executing the computer program, implements the steps of the method for determining design parameters of a rail inspection apparatus as claimed in any one of claims 1 to 5.

7. A readable storage medium, characterized in that the readable storage medium stores a computer program, which when executed, implements the steps of the design parameter determination method of the rail inspection apparatus according to any one of claims 1 to 5.

Images