CN111942427A - Dynamic detection device and method for magnetic suspension track contact rail - Google Patents
Dynamic detection device and method for magnetic suspension track contact rail Download PDFInfo
- Publication number
- CN111942427A CN111942427A CN202010839141.8A CN202010839141A CN111942427A CN 111942427 A CN111942427 A CN 111942427A CN 202010839141 A CN202010839141 A CN 202010839141A CN 111942427 A CN111942427 A CN 111942427A
- Authority
- CN
- China
- Prior art keywords
- rail
- connecting rod
- contact rail
- distance sensor
- acceleration
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
- B61K9/00—Railway vehicle profile gauges; Detecting or indicating overheating of components; Apparatus on locomotives or cars to indicate bad track sections; General design of track recording vehicles
- B61K9/08—Measuring installations for surveying permanent way
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01B—MEASURING LENGTH, THICKNESS OR SIMILAR LINEAR DIMENSIONS; MEASURING ANGLES; MEASURING AREAS; MEASURING IRREGULARITIES OF SURFACES OR CONTOURS
- G01B21/00—Measuring arrangements or details thereof, where the measuring technique is not covered by the other groups of this subclass, unspecified or not relevant
- G01B21/02—Measuring arrangements or details thereof, where the measuring technique is not covered by the other groups of this subclass, unspecified or not relevant for measuring length, width, or thickness
- G01B21/08—Measuring arrangements or details thereof, where the measuring technique is not covered by the other groups of this subclass, unspecified or not relevant for measuring length, width, or thickness for measuring thickness
Landscapes
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Control Of Vehicles With Linear Motors And Vehicles That Are Magnetically Levitated (AREA)
Abstract
The invention relates to a dynamic detection device and method for a contact rail of a magnetic suspension track. 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 connecting rod mechanism is movably connected with the fixing frame, the connecting rod mechanism comprises a first connecting rod, one end of an elastic component is connected with the fixing frame, the other end of the elastic component is connected with the connecting rod mechanism, the elastic component is used for providing pretightening force for the connecting rod mechanism so that the first connecting rod has the tendency of moving towards the flow receiving surface, the detection wheel is arranged at one end, close to the flow receiving surface, of the first connecting rod, and the acceleration detection component is arranged on the first connecting 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.
Description
Technical Field
The invention relates to the technical field of track detection, in particular to a dynamic detection device and method for a contact rail of a magnetic suspension track.
Background
The medium-low speed magnetic levitation traffic has become an important alternative for urban public rail traffic due to the advantages of low noise, strong climbing capability, small turning radius, good compatibility with urban terrain and the like. At present, a medium-low speed maglev train mainly adopts a side contact current receiving mode, namely, a current receiver arranged on the maglev train is contacted with the side surfaces of contact rails on two sides of a maglev track, and the contact rails guide current into the current receiver, so that the aim of supplying power to the maglev train in real time is fulfilled.
Due to external factors, uneven abrasion of the current receiving boots of the current collector or unbalanced front and back contact of the current receiving boots, poor contact between the current collector and the contact rail can be caused, so that the current and voltage acquired by the magnetic-levitation train are unstable, and the magnetic-levitation train can not run stably; if a fault occurs during operation, people need to be evacuated in time and power failure maintenance treatment needs to be carried out on the contact rail, so that the influence time is long, and great economic loss is caused. Therefore, it is necessary to detect the performance of the contact rail and ensure the reliability of the contact rail.
However, the conventional contact rail detection method does not detect the abrupt smoothness change (hard point) of the current receiving surface of the contact rail, which is often the most hidden bad point of the current collector in stable contact with the contact rail, and if the abrupt smoothness change (hard point) of the current receiving surface of the contact rail is not detected, the reliability of the contact rail cannot be ensured.
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.
Drawings
Fig. 1 is a schematic perspective view of a dynamic detection device for a magnetic levitation track contact rail according to an embodiment of the present invention;
FIG. 2 is a schematic front view of a dynamic detection device for a magnetic levitation track contact rail according to an embodiment of the present invention;
FIG. 3 is a schematic diagram of the dynamic detection device for the contact rail of the magnetic levitation track according to an embodiment of the present invention;
FIG. 4 is a first schematic structural diagram of a hard spot detection assembly according to an embodiment of the present invention;
FIG. 5 is a second schematic structural diagram of a hard spot detection assembly according to an embodiment of the present invention;
FIG. 6 is a schematic diagram of a detection method of the dynamic detection device for the contact rail of the magnetic levitation track according to an embodiment of the present invention;
FIG. 7 is a schematic diagram of a detection method of a dynamic detection device for a magnetic levitation track contact rail according to an embodiment of the present invention;
fig. 8 is a schematic diagram of a detection method of a dynamic detection device for a magnetic levitation track contact rail in an embodiment of the present invention.
Description of reference numerals:
10. a track; 11. a contact rail; 12. f, rail; 13. a flow receiving surface; 100. a support assembly; 110. a vertical support; 120. a transverse support; 121. a first transverse bracket; 122. a second transverse bracket; 200. a hard spot detection component; 210. a fixed mount; 211. a side plate; 220. a link mechanism; 221. a first link; 222. a second link; 223. a third link; 230. detecting a wheel; 240. an elastic component; 250. an acceleration detection component; 251. a first acceleration sensor; 252. a second acceleration sensor; 310. a first distance sensor; 320. a second distance sensor; 410. a third distance sensor; 420. a fourth distance sensor; 500. and a moving mechanism.
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.
Claims (10)
1. A magnetic levitation track contact rail dynamic detection device is characterized by comprising:
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
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.
2. The dynamic detection device of a magnetic levitation track contact rail as recited in claim 1, wherein the linkage mechanism 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.
3. The dynamic detection device for the contact rail of the magnetic suspension track as claimed in claim 2, wherein the fixing frame comprises 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 comprises 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.
4. The dynamic detection device for the contact rail of the magnetic suspension track as claimed in claim 1, wherein the acceleration detection assembly comprises a first acceleration sensor and a second acceleration sensor, the first acceleration sensor and the second acceleration sensor are both disposed on the first connecting rod, 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.
5. The magnetic levitation track contact rail dynamic detection device as recited in claim 1, wherein the support assembly further comprises a transverse bracket connected to the vertical bracket, the transverse bracket being configured 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.
6. The dynamic detection device for the contact rail of the magnetic suspension track as claimed in claim 5, wherein the transverse support comprises a first transverse support and a second transverse support, the first transverse support and the second transverse support are arranged at intervals along the height direction of the vertical support, the first transverse support is located above the second transverse support, the first distance sensor is arranged on the first transverse support, and the second distance sensor is arranged on the second transverse support.
7. The dynamic detection device for the contact rail of the magnetic suspension track as claimed in claim 1, further comprising a rail deviation detection assembly, wherein the rail deviation detection assembly comprises a third distance sensor and a fourth distance sensor, the third distance sensor is arranged on the vertical bracket and is used for being opposite to the outer side surface of the F rail, and the fourth distance sensor is arranged on the vertical bracket and is used for being opposite to the outer side surface of the contact rail.
8. A method for detecting the dynamic detection device of a contact rail of a magnetic levitation track as claimed in any one of claims 1 to 7, comprising:
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.
9. The detection method of the dynamic detection device of the contact rail of the magnetic suspension track as claimed in claim 8, further comprising:
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.
10. The detection method of the dynamic detection device of the contact rail of the magnetic suspension track as claimed in claim 8, further comprising:
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.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010839141.8A CN111942427B (en) | 2020-08-19 | 2020-08-19 | Dynamic detection device and method for magnetic suspension track contact rail |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010839141.8A CN111942427B (en) | 2020-08-19 | 2020-08-19 | Dynamic detection device and method for magnetic suspension track contact rail |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN111942427A true CN111942427A (en) | 2020-11-17 |
| CN111942427B CN111942427B (en) | 2021-10-01 |
Family
ID=73358932
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202010839141.8A Active CN111942427B (en) | 2020-08-19 | 2020-08-19 | Dynamic detection device and method for magnetic suspension track contact rail |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN111942427B (en) |
Citations (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| RU2235656C2 (en) * | 2001-07-04 | 2004-09-10 | Борис Иосифович Синельников | Device for revealing defects of wheelset roll surface |
| CN102175168A (en) * | 2011-01-20 | 2011-09-07 | 中国人民解放军国防科学技术大学 | Orbit dynamic detection device for medium and low speed maglev F-type orbits |
| CN102620771A (en) * | 2012-03-20 | 2012-08-01 | 北京控股磁悬浮技术发展有限公司 | Equipment for monitoring state of current collector of medium and low-speed magnetic suspension train |
| CN106740981A (en) * | 2016-12-01 | 2017-05-31 | 中车株洲电力机车有限公司 | A kind of medium-and low-speed maglev line is by stream conductor rail device for dynamically detecting and method |
| CN107089245A (en) * | 2017-05-25 | 2017-08-25 | 湖南凌翔磁浮科技有限责任公司 | A kind of portable railway detector for medium-and low-speed maglev |
| CN107745726A (en) * | 2017-11-14 | 2018-03-02 | 中国人民解放军国防科技大学 | Self-powered medium-low speed magnetic suspension F rail detector |
| CN108263419A (en) * | 2018-03-02 | 2018-07-10 | 刘长青 | For the probe flaw detection control device of rail flange of rail bottom surface detection |
| CN109374054A (en) * | 2018-11-14 | 2019-02-22 | 湖南磁浮技术研究中心有限公司 | A kind of contact rail detection system and its application method |
| CN209279929U (en) * | 2018-12-25 | 2019-08-20 | 江西日月明测控科技股份有限公司 | Measure arm and track detector |
| CN209776444U (en) * | 2019-02-25 | 2019-12-13 | 湖南凌翔磁浮科技有限责任公司 | Medium-low speed magnetic levitation dynamic rail detection device |
| CN111366082A (en) * | 2020-04-16 | 2020-07-03 | 青岛地铁集团有限公司运营分公司 | Movable contact rail detection device and application method thereof |
| CN211291985U (en) * | 2020-03-11 | 2020-08-18 | 成都华瑞智创轨道交通科技有限公司 | Maglev train fixed rail bolt looseness measuring device |
-
2020
- 2020-08-19 CN CN202010839141.8A patent/CN111942427B/en active Active
Patent Citations (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| RU2235656C2 (en) * | 2001-07-04 | 2004-09-10 | Борис Иосифович Синельников | Device for revealing defects of wheelset roll surface |
| CN102175168A (en) * | 2011-01-20 | 2011-09-07 | 中国人民解放军国防科学技术大学 | Orbit dynamic detection device for medium and low speed maglev F-type orbits |
| CN102620771A (en) * | 2012-03-20 | 2012-08-01 | 北京控股磁悬浮技术发展有限公司 | Equipment for monitoring state of current collector of medium and low-speed magnetic suspension train |
| CN106740981A (en) * | 2016-12-01 | 2017-05-31 | 中车株洲电力机车有限公司 | A kind of medium-and low-speed maglev line is by stream conductor rail device for dynamically detecting and method |
| CN107089245A (en) * | 2017-05-25 | 2017-08-25 | 湖南凌翔磁浮科技有限责任公司 | A kind of portable railway detector for medium-and low-speed maglev |
| CN107745726A (en) * | 2017-11-14 | 2018-03-02 | 中国人民解放军国防科技大学 | Self-powered medium-low speed magnetic suspension F rail detector |
| CN108263419A (en) * | 2018-03-02 | 2018-07-10 | 刘长青 | For the probe flaw detection control device of rail flange of rail bottom surface detection |
| CN109374054A (en) * | 2018-11-14 | 2019-02-22 | 湖南磁浮技术研究中心有限公司 | A kind of contact rail detection system and its application method |
| CN209279929U (en) * | 2018-12-25 | 2019-08-20 | 江西日月明测控科技股份有限公司 | Measure arm and track detector |
| CN209776444U (en) * | 2019-02-25 | 2019-12-13 | 湖南凌翔磁浮科技有限责任公司 | Medium-low speed magnetic levitation dynamic rail detection device |
| CN211291985U (en) * | 2020-03-11 | 2020-08-18 | 成都华瑞智创轨道交通科技有限公司 | Maglev train fixed rail bolt looseness measuring device |
| CN111366082A (en) * | 2020-04-16 | 2020-07-03 | 青岛地铁集团有限公司运营分公司 | Movable contact rail detection device and application method thereof |
Also Published As
| Publication number | Publication date |
|---|---|
| CN111942427B (en) | 2021-10-01 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| KR101590157B1 (en) | Trolley apparatus for measuring track irregularity of versine-type | |
| US20070000744A1 (en) | Monitoring system for electrical vehicles drawing current from conductors | |
| CN109281238B (en) | Track detector | |
| US20200377064A1 (en) | System and method for determining a wheel-rail adhesion value for a railway vehicle | |
| JP4263400B2 (en) | Road friction coefficient estimation method and road friction coefficient estimation device | |
| EP0375677A1 (en) | Apparatus for track-based detection of the wheel profile of passing railway wheels | |
| JP4629756B2 (en) | Road surface state estimation method and road surface state estimation device | |
| CN111942427B (en) | Dynamic detection device and method for magnetic suspension track contact rail | |
| JP2020509273A (en) | Track inspection vehicle and method for detecting vertical track position | |
| US7043971B2 (en) | System for detecting sliding of a wheel travelling along a track | |
| CN112050920B (en) | Multi-point combined dynamic weighing detection equipment | |
| JP4012108B2 (en) | Pantograph contact force measuring method and contact force measuring device | |
| CN212674678U (en) | Hard spot detection device and track detection vehicle | |
| US20080263881A1 (en) | Dynamic percent grade measurement device | |
| EP1593572A1 (en) | Device for monitoring the longitudinal forces applied by a railway vehicle wheel on the rail | |
| US5992212A (en) | Device for determining coefficient of friction and level of lubrication | |
| EP4012370A1 (en) | Railway vehicle anomaly detection device | |
| CN217728722U (en) | Track inspection robot and track inspection system | |
| JPH05196465A (en) | Detector for tilt angle in width direction of track | |
| TWI786273B (en) | Monitoring system for railway vehicle | |
| CN110793702B (en) | Indirect measurement method of transverse force of wheel track and method for determining radius of curve track | |
| CN111942428B (en) | Magnetic suspension track detection device | |
| CN217705828U (en) | Device for accurately detecting tread defect of rail transit wheel | |
| WO2024089981A1 (en) | Wear amount monitoring device, vehicle equipped with same device, and wear amount monitoring method | |
| KR20060117682A (en) | System for detecting relative displacement between axle and frame of vehicle |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| CB03 | Change of inventor or designer information |
Inventor after: Wang Zhonghai Inventor after: Zhang Xinghua Inventor after: Zhou Wenwu Inventor after: Xiao Li Inventor after: Yuan Wei Inventor after: Liu Wenqiang Inventor before: Zhang Xinghua Inventor before: Zhou Wenwu Inventor before: Xiao Li Inventor before: Yuan Wei Inventor before: Liu Wenqiang |
|
| CB03 | Change of inventor or designer information | ||
| PE01 | Entry into force of the registration of the contract for pledge of patent right |
Denomination of invention: Dynamic detection device and method for conductor rail of maglev track Effective date of registration: 20221031 Granted publication date: 20211001 Pledgee: China Construction Bank Co.,Ltd. Changsha Xiangjiang Branch Pledgor: HUNAN LINGXIANG MAGNETIC LEVITATION TECHNOLOGY CO.,LTD. Registration number: Y2022430000094 |
|
| PE01 | Entry into force of the registration of the contract for pledge of patent right |