Disclosure of Invention
Therefore, it is necessary to provide a dynamic detection device and method for a magnetic suspension track contact rail, aiming at the problem that hard spot detection cannot be performed on the current receiving surface of the contact rail at present.
A magnetic suspension track contact rail dynamic detection device comprises: the supporting assembly comprises a vertical bracket arranged outside the contact rail; the hard spot detection assembly comprises a fixed frame, a connecting rod mechanism, an elastic assembly, a detection wheel and an acceleration detection assembly; the fixing frame is fixed on the vertical support, the link mechanism is movably connected with the fixing frame, the link mechanism comprises a first link rod which is arranged opposite to a current receiving surface of the contact rail, the first link rod is configured into a component which can move in a direction perpendicular to the current receiving surface, one end of an elastic component is connected with the fixing frame, the other end of the elastic component is connected with the link mechanism, the elastic component is used for providing pretightening force for the link mechanism so that the first link rod has a tendency of moving towards the current receiving surface, the detection wheel is arranged at one end, close to the current receiving surface, of the first link rod and used for abutting against the current receiving surface, and the acceleration detection component is arranged on the first link rod or the detection wheel; and the moving mechanism is connected with the supporting component and is used for driving the supporting component to move along the length direction of the magnetic suspension track.
In one embodiment, the linkage further comprises a second link and a third link; the second connecting rod is rotatably connected with the fixing frame and is configured to be a component applying a lever principle, the first connecting rod comprises a connecting part, the connecting part is positioned between two ends of the first connecting rod, the connecting part is connected with one end of the second connecting rod, and the elastic component is connected with the other end of the second connecting rod; one end of the third connecting rod is rotatably connected with the fixing frame, the other end of the third connecting rod is rotatably connected with one end, far away from the detection wheel, of the first connecting rod, and the third connecting rod and the second connecting rod are parallel and arranged at intervals in parallel.
In one embodiment, the fixing frame includes a side plate, the side plate is located on one side of the second connecting rod close to the third connecting rod, the elastic component includes a spring, the spring is in a stretching state, and two ends of the spring are respectively connected with the side plate and the second connecting rod.
In one embodiment, the acceleration detection assembly includes a first acceleration sensor and a second acceleration sensor, the first acceleration sensor and the second acceleration sensor are both disposed on the first link, the first acceleration is used for detecting the acceleration of the detection wheel along a first direction, and the second acceleration sensor is used for detecting the acceleration of the detection wheel along a second direction;
wherein, the first direction and the second direction are arranged at an included angle.
In one embodiment, the support assembly further comprises a transverse bracket connected to the vertical bracket, the transverse bracket being adapted to be disposed between the contact rail and the F rail;
the dynamic detection device for the contact rail of the magnetic suspension rail further comprises a rail height detection assembly, wherein the rail height detection assembly comprises a first distance sensor and a second distance sensor, the first distance sensor is arranged on the transverse support and used for being opposite to the lower surface of the F rail, and the second distance sensor is arranged on the transverse support and used for being opposite to the upper surface of the contact rail.
In one embodiment, the transverse brackets include a first transverse bracket and a second transverse bracket, the first transverse bracket and the second transverse bracket are arranged at intervals along the height direction of the vertical bracket, the first transverse bracket is positioned above the second transverse bracket, the first distance sensor is arranged on the first transverse bracket, and the second distance sensor is arranged on the second transverse bracket.
In one embodiment, the device further comprises an off-track detection assembly, wherein the off-track detection assembly comprises a third distance sensor and a fourth distance sensor, the third distance sensor is arranged on the vertical support and is used for being opposite to the outer side face of the F rail, and the fourth distance sensor is arranged on the vertical support and is used for being opposite to the outer side face of the contact rail.
The detection method of the dynamic detection device for the contact rail of the magnetic suspension track comprises the following steps:
acquiring the acceleration of a detection wheel or the first connecting rod through the acceleration detection assembly;
calculating stress information of the current-receiving shoe according to the acceleration and the mass of the current-receiving shoe;
and transmitting a maintenance signal according to the stress information.
In one embodiment, the detection method of the device for dynamically detecting the contact rail of the magnetic levitation track further comprises the following steps:
acquiring a first distance between the lower surface of the F rail and a first distance sensor through the first distance sensor;
acquiring a first distance between the upper surface of the contact rail and a second distance sensor through the second distance sensor;
acquiring track height information according to the first distance and the second distance;
and transmitting a maintenance signal according to the rail height information.
In one embodiment, the detection method of the device for dynamically detecting the contact rail of the magnetic levitation track further comprises the following steps:
acquiring a third distance between the outer side surface of the F rail and a third distance sensor through the third distance sensor;
acquiring a fourth distance between the outer side surface of the contact rail and a fourth distance sensor through the fourth distance sensor;
acquiring track deviation information according to the third distance and the fourth distance;
and transmitting a maintenance signal according to the orbital deviation information.
In the dynamic detection device and method for the contact rail of the magnetic suspension rail, when the dynamic detection device for the contact rail of the magnetic suspension rail detects, the detection device runs along the length direction of the rail, the detection wheel moves along the current receiving surface of the contact rail, and when the detection wheel passes through a hard point on the current receiving surface, the detection wheel and the first connecting rod are impacted by the hard point to generate acceleration. The acceleration of the detection wheel or the first connecting rod is detected through the acceleration detection assembly, namely the stress condition of the collector shoe can be calculated through a formula F-ma (m is the mass of the collector shoe, and a is the output value of the acceleration detection assembly). The rail detection vehicle can detect the size of a hard point of the contact rail through the hard point detection device, and calculates the stress condition of the current receiving boot, so that whether the contact rail needs to be maintained or not is judged, and the reliability of the contact rail is ensured.
Detailed Description
In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in detail below. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. This invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein.
The terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
As shown in fig. 1, an embodiment of the dynamic detection apparatus for a magnetic levitation track contact rail includes a supporting assembly 100, a hard spot detection assembly 200, and a moving mechanism 500.
As shown in fig. 2, the support assembly 100 includes a vertical bracket 110 for being disposed outside the contact rail 11;
as shown in fig. 4, the hard spot detection assembly 200 includes a fixing frame 210, a link mechanism 220, an elastic assembly 240, a detection wheel 230, and an acceleration detection assembly 250.
As shown in fig. 2 to 4, the fixing bracket 210 is fixed to the vertical bracket 110, the link mechanism 220 is movably connected with the fixed frame 210, the link mechanism 220 includes a first link 221 arranged opposite to the flow receiving surface 13 of the contact rail 11, and the first link 221 is configured as a member movable in a direction perpendicular to the flow receiving surface 13, one end of the elastic component 240 is connected to the fixing frame 210, and the other end is connected to the link mechanism 220, the elastic component 240 is configured to provide a pre-tightening force to the link mechanism 220, so that the first link 221 has a tendency to move toward the flow receiving surface 13, the detection wheel 230 is disposed at one end of the first link 221 near the flow receiving surface 13, the acceleration detection component 250 is arranged on the first connecting rod 221 or the detection wheel 230 and is used for abutting against the flow receiving surface 13; the moving mechanism 500 is connected to the support assembly 100 and is configured to drive the support assembly 100 to move along the length direction of the magnetic levitation track 10.
The hard spot detection assembly 200 in the dynamic detection device for a magnetic levitation track contact rail is used for performing hard spot detection on the current receiving surface 13 of the contact rail 11. The hard spot is a local sudden change of the current-receiving surface 13, which causes the current-receiving device to receive impact force, and the higher the running speed, the more obvious the hard spot is. Hard spots are a structural intrinsic defect of contact rail 11 and current collector wear and impact damage. Hard spots affect the contact and current collection of the current collector with the contact rail 11, often causing sparks or arcing. The size of the hard spot can be measured by the impact acceleration or force between the contact rail 11 and the current collector.
When the above-mentioned magnetic levitation track contact rail dynamic detection device is used for detection, the detection device runs along the length direction of the track 10, the detection wheel 230 moves along the current receiving surface 13 of the contact rail 11, and when the detection wheel 230 passes through a hard point on the current receiving surface 13, the detection wheel 230 and the first connecting rod 221 are impacted by the hard point to generate acceleration. The acceleration of the detection wheel 230 or the first link 221 is detected by the acceleration detection component 250, that is, the stress condition of the collector shoe can be calculated by the formula F ═ ma (m is the mass of the collector shoe, and a is the output value of the acceleration detection component 250). The rail 10 detection vehicle can detect the size of the hard spot of the contact rail 11 through the hard spot detection device, and calculate the stress condition of the current-receiving boot, so as to judge whether to maintain the contact rail 11 and ensure the reliability of the contact rail 11.
As shown in fig. 4, in one embodiment, the link mechanism 220 further includes a second link 222 and a third link 223; the second link 222 is rotatably connected to the fixing frame 210 and configured as a member applying a lever principle, the first link 221 includes a connecting portion located between two ends of the first link 221, the connecting portion is connected to one end of the second link 222, and the elastic member 240 is connected to the other end of the second link 222; one end of the third link 223 is rotatably connected to the fixing frame 210, and the other end of the third link 223 is rotatably connected to an end of the first link 221 away from the detection wheel 230, and the third link 223 and the second link 222 are parallel and spaced apart from each other.
The first link 221, the second link 222, and the third link 223 cooperate to form a parallelogram link mechanism 220, and the parallelogram link mechanism 220 is used to transmit information of acceleration when the detection wheel 230 is displaced to the acceleration detection assembly 250.
Further, the first link 221 and the second link 222 are rotatably connected through a first rotating shaft; and/or the first connecting rod 221 and the third connecting rod 223 are rotationally connected through a second rotating shaft; and/or the second connecting rod 222 is rotatably connected with the bracket through a third rotating shaft; and/or the third connecting rod 223 is rotatably connected with the bracket through a fourth rotating shaft.
As shown in fig. 5, in one embodiment, the acceleration detecting assembly 250 includes a first acceleration sensor 251 and a second acceleration sensor 252, the first acceleration sensor 251 and the second acceleration sensor 252 are both disposed on the first link 221, the first acceleration is used for detecting the acceleration of the detecting wheel 230 along a first direction, and the second acceleration sensor 252 is used for detecting the acceleration of the detecting wheel 230 along a second direction; wherein, the first direction and the second direction are arranged at an included angle.
The directions detected by the first acceleration sensor 251 and the second acceleration sensor 252 are different, and then the acceleration of the detection wheel 230 can be obtained by calculating the resultant acceleration.
Specifically, the first acceleration sensor 251 is disposed perpendicular to the second acceleration sensor 252.
More specifically, the first acceleration sensor 251 is configured to detect an acceleration of the detection wheel 230 in the vertical direction, the second acceleration sensor 251 is configured to detect an acceleration of the detection wheel 230 in the horizontal direction, and then a resultant acceleration of the detection wheel 230 can be obtained through calculation, so as to obtain a stress condition of the current collector, determine whether to maintain the contact rail 11, and ensure reliability of the contact rail 11.
As shown in fig. 4, in one embodiment, the fixing frame 210 includes a side plate 211, the side plate 211 is located on a side of the second link 222 close to the third link 223, the elastic component 240 includes a spring, the spring is in a stretching state, and two ends of the spring are respectively connected to the side plate 211 and the second link 222. The spring is always in a stretching state, and applies acting force to the second connecting rod 222, so that the first connecting rod 221 has a tendency of moving towards the flow receiving surface 13, and in the detection process of the rail 10 detection vehicle, the detection wheel 230 is attached to the flow receiving surface 13, and the detection effect is ensured.
As shown in fig. 2-3, in one embodiment, the support assembly 100 further includes a lateral bracket connected to the vertical bracket, the lateral bracket being configured to be disposed between the contact rail 11 and the F-rail 12.
The dynamic detection device for the contact rail of the magnetic suspension rail further comprises a rail height detection assembly, the rail height detection assembly comprises a first distance sensor 310 and a second distance sensor 320, the first distance sensor 310 is arranged on the transverse support and used for being opposite to the lower surface of the F rail 12, and the second distance sensor 320 is arranged on the transverse support and used for being opposite to the upper surface of the contact rail 11.
The rail height detecting assembly is configured to detect a rail height value of the contact rail 11, wherein the rail height value is a distance between an upper surface of the contact rail 11 and a lower surface of the F rail 12, and the rail height value can be detected by the first distance sensor 310 and the second distance sensor 320.
Further, the transverse brackets include a first transverse bracket 121 and a second transverse bracket 122, the first transverse bracket 121 and the second transverse bracket 122 are arranged at intervals along the height direction of the vertical bracket, the first transverse bracket 121 is located above the second transverse bracket 122, the first distance sensor 310 is arranged on the first transverse bracket 121, and the second distance sensor 320 is arranged on the second transverse bracket 122.
As shown in FIG. 3, the first distance sensor 310 is located at a vertical distance Z from the F rail 121The vertical distance from the second distance sensor 320 to the contact rail 11 is Z2The vertical distance from the first distance sensor 310 to the second distance sensor 320 is Z3(obtained from construction drawings or actual measurement with a measuring ruler).
As can be seen from the figure, in this case, the detected rail height value Z is:
Z=Z1+Z2+Z3
subtracting the standard rail height value from the measured rail height value to obtain a rail height deviation value:
△Z=Z-Z0
wherein Z is0Is a constant.
Based on the magnitude of this deviation, it can be determined whether maintenance and adjustment of the contact rail 11 is required.
In another embodiment, the first distance sensor 310 is disposed on the same lateral support as the first distance sensor 320, and the first distance sensor 310 is spaced a vertical distance Z from the F-rail 121The vertical distance from the second distance sensor 320 to the contact rail 11 is Z2。
In this case, the detected rail height value Z is:
Z=Z1+Z2
subtracting the standard rail height value from the measured rail height value to obtain a rail height deviation value:
△Z=Z-Z0
wherein Z is0Is a constant.
Based on the magnitude of this deviation, it can be determined whether maintenance and adjustment of the contact rail 11 is required.
As shown in fig. 2 to 3, in one embodiment, the dynamic detection device for a magnetic levitation track contact rail further includes a track deviation detection assembly, where the track deviation detection assembly includes a third distance sensor 410 and a fourth distance sensor 420, the third distance sensor 410 is disposed on the vertical bracket and is opposite to the outer side surface of the F rail 12, and the fourth distance sensor 420 is disposed on the vertical bracket and is opposite to the outer side surface of the contact rail 11.
The rail deviation detecting assembly is used for detecting a rail deviation value of the contact rail 11, wherein the rail deviation value represents the distance between the outer surface of the contact rail 11 and the outer side surface of the F rail 12 in the transverse direction. The rail offset value of the contact rail 11 is used for reflecting the relative position change of the contact rail 11 and the F rail 12 in the horizontal direction.
As shown in FIG. 3, the third distance sensor 410 is located at a lateral distance Y from the F rail 121The lateral distance from the fourth distance sensor 420 to the contact rail 11 is Y2. From this, the measured rail offset values are:
Y=Y2-Y1
and subtracting the standard rail deviation value from the measured rail deviation value to obtain a deviation value of the off-track deviation:
△Y=Y-Y0
wherein, Y0Is a constant.
Based on the magnitude of this deviation, it can be determined whether maintenance and adjustment of the contact rail 11 is required.
An embodiment also relates to a detection method of the dynamic detection device for the contact rail of the magnetic suspension track, which comprises the following steps:
as shown in fig. 6, in S100, the acceleration of the detection wheel 230 or the first link 221 is obtained by the acceleration detection assembly 250.
Specifically, as shown in fig. 3 and 4, when the magnetic levitation track contact rail dynamic detection device performs detection, the detection device runs along the length direction of the track 10, the detection wheel 230 moves along the current receiving surface 13 of the contact rail 11, and when the detection wheel 230 passes through a hard point on the current receiving surface 13, the detection wheel 230 and the first connecting rod 221 are impacted by the hard point to generate acceleration. The acceleration of the detection wheel 230 or the first link 221 is detected by the acceleration detection assembly 250.
And S200, calculating the stress information of the current collector according to the acceleration and the mass of the current collector shoe.
Specifically, the magnetic levitation track contact rail dynamic detection device has a processor, and the processor can calculate the stress condition of the current-receiving shoe through the formula F ═ ma (m is the mass of the current-receiving shoe, and a is the output value of the acceleration detection assembly 250).
And S300, transmitting a maintenance signal according to the stress information.
When the stress value of the receiving boot calculated by the processor is larger than the safety threshold value, maintenance information can be sent to a display or an alarm.
As shown in fig. 7, in one embodiment, the detection method of the dynamic detection apparatus for a magnetic levitation track contact rail further includes:
s400, a first distance between the lower surface of the F rail 12 and the first distance sensor 310 is obtained through the first distance sensor 310.
S500, a first distance between the upper surface of the contact rail 11 and the second distance sensor 320 is obtained through the second distance sensor 320.
S600, acquiring track height information according to the first distance and the second distance.
And S700, transmitting a maintenance signal according to the rail height information.
Specifically, as shown in fig. 3, the transverse brackets include a first transverse bracket 121 and a second transverse bracket 122, the first transverse bracket 121 and the second transverse bracket 122 are arranged at intervals along the height direction of the vertical bracket, the first transverse bracket 121 is located above the second transverse bracket 122, the first distance sensor 310 is arranged on the first transverse bracket 121, and the second distance sensor 320 is arranged on the second transverse bracket 122.
As shown in FIG. 3, the first distance sensor 310 is located at a vertical distance Z from the F rail 121The vertical distance from the second distance sensor 320 to the contact rail 11 is Z2The vertical distance from the first distance sensor 310 to the second distance sensor 320 is Z3(according to the construction drawing, orObtained by actual measurement with a measuring ruler).
As can be seen from the figure, in this case, the detected rail height value Z is:
Z=Z1+Z2+Z3
subtracting the standard rail height value from the measured rail height value to obtain a rail height deviation value:
△Z=Z-Z0
wherein Z is0Is a constant.
Based on the magnitude of this deviation, it can be determined whether maintenance and adjustment of the contact rail 11 is required. When the deviation value of the rail height calculated by the processor is greater than the safety threshold, maintenance information may be sent to a display or an alarm.
In another embodiment, the first distance sensor 310 is disposed on the same lateral support as the first distance sensor 320, and the first distance sensor 310 is spaced a vertical distance Z from the F-rail 121The vertical distance from the second distance sensor 320 to the contact rail 11 is Z2。
In this case, the detected rail height value Z is:
Z=Z1+Z2
subtracting the standard rail height value from the measured rail height value to obtain a rail height deviation value:
△Z=Z-Z0
wherein Z is0Is a constant.
Based on the magnitude of this deviation, it can be determined whether maintenance and adjustment of the contact rail 11 is required. When the deviation value of the rail height calculated by the processor is greater than the safety threshold, maintenance information may be sent to a display or an alarm.
As shown in fig. 8, in one embodiment, the detection method of the dynamic detection apparatus for a magnetic levitation track contact rail further includes:
and S800, acquiring a third distance between the outer side surface of the F rail 12 and the third distance sensor 410 through the third distance sensor 410.
And S900, acquiring a fourth distance between the outer side surface of the contact rail 11 and the fourth distance sensor 420 through the fourth distance sensor 420.
And S1000, acquiring the track deviation information according to the third distance and the fourth distance.
And S1100, transmitting a maintenance signal according to the orbital deviation information.
As shown in FIG. 3, the third distance sensor 410 is located at a lateral distance Y from the F rail 121The lateral distance from the fourth distance sensor 420 to the contact rail 11 is Y2. From this, the measured rail offset values are:
Y=Y2-Y1
and subtracting the standard rail deviation value from the measured rail deviation value to obtain a deviation value of the off-track deviation:
△Y=Y-Y0
wherein, Y0Is a constant.
Based on the magnitude of this deviation, it can be determined whether maintenance and adjustment of the contact rail 11 is required. When the deviation value of the orbital deviation calculated by the processor is greater than the safety threshold, maintenance information may be sent to a display or an alarm.
The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
The above-mentioned embodiments only express several embodiments of the present invention, and the description thereof is more specific and detailed, but not construed as limiting the scope of the invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the inventive concept, which falls within the scope of the present invention. Therefore, the protection scope of the present patent shall be subject to the appended claims.