CN113968258A - Automatic coupling method and system for head coupler buffer device of urban rail vehicle - Google Patents
Automatic coupling method and system for head coupler buffer device of urban rail vehicle Download PDFInfo
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- CN113968258A CN113968258A CN202111453958.2A CN202111453958A CN113968258A CN 113968258 A CN113968258 A CN 113968258A CN 202111453958 A CN202111453958 A CN 202111453958A CN 113968258 A CN113968258 A CN 113968258A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G7/00—Details or accessories
- B61G7/06—Coupling heads constructed to facilitate alignment
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Abstract
The application provides a method and a system for automatically connecting and hanging a head hook buffer device of an urban rail vehicle, based on the combination of distance measurement and the automatic swing function of a head hook, a connecting and hanging reference point is obtained, based on the connecting and hanging reference point, the head hook can be automatically connected and hung at any position on a line, the waiting time of personnel is reduced, and the safety of the personnel is ensured. The automatic coupling method can automatically complete the position detection of the head hook, judge the direction of the head hook to realize the automatic coupling deflection, and finally realize the automatic coupling of the head hook on the basis of the automatic swinging function of the head hook.
Description
Technical Field
The application belongs to the technical field of car coupler buffering devices, and particularly relates to an automatic coupling method and system for a head car coupler buffering device of an urban rail vehicle.
Background
The coupler buffer device is an important component of the urban rail vehicle, is arranged at two ends of the urban rail vehicle, and can be divided into a head coupler buffer device (hereinafter referred to as a head coupler) and a middle coupler buffer device according to the position of the coupler buffer device. The middle coupler buffer device is mainly used for realizing mechanical and gas circuit connection among vehicles and forming a plurality of vehicles into a complete train; the primary function of the first coupler buffer device is mechanical and electrical connection between trains, and the purpose of improving the carrying capacity of the trains or completing rescue of fault vehicles in reconnection operation is achieved. The head hook is used for rescuing the fault vehicle, and most of the head hook is used for rescuing the same train of workshops.
If the rescue train and the rescued train are both on a straight track, the rescue in the same train is very simple, and the head hook can be automatically connected to complete the rescue as long as the rescue train impacts the rescued train at an allowable speed. However, the urban railway lines cannot be all straight tracks, large and small curves (horizontal curves and vertical curves) exist, when the train is located on the curves, a certain deflection angle is generated between the center line of the head hook and the center line of the tracks, and a certain offset is generated between the center of the head hook and the center of the tracks. When rescue occurs on a curve with a larger radius, the offset is smaller than the self-coupling range of the head hook, and the automatic coupling of the head hook can be realized to meet the rescue requirement; when rescue occurs on a curve with a smaller radius, the offset exceeds the coupling range of the head hook, so that automatic coupling of the rescue train and the rescued vehicle cannot be realized, and manual assistance is needed.
In recent years, due to the use of unmanned (autonomous) vehicles, straddle monorail vehicles and the increase of overhead lines, occasionally, a phenomenon occurs in which no rescue workers (unmanned) are on site or the rescue workers cannot operate smoothly (safety problems of live operation of straddle monorail, part of overhead lines and third rail). When the accident train of the vehicle or the line just stops on the small curve, the train can not be rescued in time, and the line transportation capacity is seriously influenced.
In order to realize the whole-course automatic coupling function of the rail vehicle, part of personnel set an automatic swinging function on the head hook, but the automatic coupling position of the head hook of the rescue train cannot be determined according to the actual route condition, and when the automatic coupling position is not properly set, safety accidents can be caused.
Disclosure of Invention
Aiming at the defects of the prior art, the application provides an automatic coupling method and system for a head coupler buffer device of an urban rail vehicle.
The technical scheme provided by the application is as follows:
an automatic coupling method for a head coupler buffer device of an urban rail vehicle comprises the following steps:
the method comprises the following steps that initialization is carried out, a rescue train runs to a rescue distance, a head hook of the rescue train is centered, and a first distance meter arranged on the first side of the head hook of the rescue train and a second distance meter arranged on the second side of the head hook of the rescue train are started respectively;
a step of obtaining a connection reference point, wherein the head of the rescue train swings to two sides by a set angle, in the swinging process, the first distance meter continuously measures the distance between the head of the rescue train and the rescued train, namely a first distance L, the second distance meter continuously measures the distance between the head of the rescue train and the rescued train, namely a second distance R, and the connection reference point is obtained according to the obtained first distance L and the obtained second distance R;
a hitching preparation step of swinging a head hook of the rescue train to the hitching reference point, fixing the head hook state of the rescue train, starting the rescue train to approach the rescued train at a certain speed, and moving the rescued train to the minimum measurement distance of the distance meter;
and automatically connecting, namely, the rescue train continuously advances until the head hook of the rescue train is connected with the head hook of the rescued train.
Further, the step of obtaining the coupling reference point specifically includes:
acquiring a first initial distance L0 and a second initial distance R0 when the rescue train runs to a rescue distance;
the rescue train head hook swings to a first side by a set angle, the first distance meter continuously measures to obtain a first distance Ln1, and the second distance meter continuously measures to obtain a second distance Rm 1;
the rescue train head hook swings to a second side by a set angle, the first distance meter continuously measures to obtain a first distance Ln2, and the second distance meter continuously measures to obtain a second distance Rm 2;
selecting a minimum value Lmin in the first distances Ln1 and Ln2 and a minimum value Rmin in the second distances Rm1 and Rm 2;
comparing the sizes of the Lmin and the Rmin, and determining a linkage reference point according to the sizes of the Lmin and the Rmin;
where n1+ n2 ∈ {1,2,3,. k }, k being the total number of first spacings; m1+ m2 ∈ {1,2,3,. j }, j being the total number of second spacings.
Further, when Lmin is equal to Rmin, L0 and R0 are selected as the reference points for linkage.
Further, when the Lmin is larger than the Rmin, the Lmin is selected as a coupling reference point.
Further, when the Lmin is smaller than the Rmin, the Rmin is selected as a linkage reference point.
Further, the automatic coupling method for the head coupler buffer device of the urban rail vehicle further comprises the following steps:
in the coupling adjustment step, in the process that the rescue train approaches the rescued train, the first distance meter continuously measures a first real-time distance Lr between the first distance meter and the rescued train, and the second distance meter continuously measures a second real-time distance Rr between the second distance meter and the rescued train; if the first real-time distance Lr and the second real-time distance Rr are gradually reduced, the head hook of the rescue train does not need to be adjusted; if the first real-time distance Lr is suddenly increased, adjusting a head hook of the rescue train to rotate towards the second side until the first real-time distance Lr is reduced again; and if the second real-time distance Rr is suddenly increased, adjusting the head hook of the rescue train to rotate towards the first side until the second real-time distance Rr is reduced again.
Further, the automatic coupling method for the head coupler buffer device of the urban rail vehicle further comprises the following steps:
a continuous hanging adjustment step, wherein in the process that the rescue train approaches the rescued train, the first distance meter continuously measures the first real-time distance Lr between the first distance meter and the rescued train, and if the first real-time distance Lr is gradually reduced, the head hook of the rescue train does not need to be adjusted; and if the first real-time distance Lr is suddenly increased, adjusting the head hook of the rescue train to rotate towards the second side until the first real-time distance Lr is reduced again.
Further, the automatic coupling method for the head coupler buffer device of the urban rail vehicle further comprises the following steps:
a continuous hanging adjustment step, wherein in the process that the rescue train approaches the rescued train, the second distance meter continuously measures a second real-time distance Rr between the second distance meter and the rescued train, and if the second real-time distance Rr is gradually reduced, the head hook of the rescue train does not need to be adjusted; and if the second real-time distance Rr is suddenly increased, adjusting the head hook of the rescue train to rotate towards the first side until the second real-time distance Rr is reduced again.
The application also provides a system for realizing the automatic coupling method, which is arranged on a head train hook buffer device of a rescue train and comprises the following steps:
the control unit is arranged on the head hook buffer device;
the first distance meter and the second distance meter are respectively arranged on the first side and the second side of the head car hook buffer device;
the first rotating cylinder and the second rotating cylinder are respectively arranged on the first side and the second side of the head hook buffer device;
the first distance meter and the second distance meter are connected with the control unit;
the first distance meter and the second distance meter are configured to measure the distance between two fixed points on the coupler coupling surface of the rescue train and the rescued train when the head coupler buffering device swings, and transmit distance data to the control unit; the control unit obtains a coupling reference point through logical operation, and controls the first rotating cylinder and the second rotating cylinder to enable the head car hook buffer device to swing to the coupling reference point.
Preferably, the first distance meter and the second distance meter are further configured to measure a real-time distance between two fixed points on a hooking surface of the rescue train and the rescued train when the rescue train approaches the rescued train, and transmit real-time distance data to the control unit; the control unit can control the adjustment of the head car hook buffer device according to the change of the real-time distance.
Compared with the prior art, the beneficial effect of this application is:
according to the method for automatically connecting the head hook buffer device of the urban rail vehicle, the automatic connecting position of the head hook of the rescue train does not need to be judged manually. The method for automatically connecting and hanging the urban rail vehicle head hook buffer device provided by the application is based on the combination of distance measurement and the head hook automatic swinging function, can realize the automatic connection and hanging of the head hook at any position on a line, reduces the waiting time of personnel and ensures the safety of the personnel. The automatic coupling method can automatically complete the position detection of the head hook, judge the direction of the head hook to realize the automatic coupling deflection, and finally realize the automatic coupling of the head hook on the basis of the automatic swinging function of the head hook.
Drawings
Fig. 1A is a front view of a head car buffer device of a rescue train provided with an automatic coupling system of the head car buffer device of an urban rail vehicle according to an embodiment of the present application;
fig. 1B is a left side view of a head car unhooking device of a rescue train provided with an automatic hitching system for a head car unhooking device of an urban rail vehicle according to an embodiment of the present application;
2-6 are schematic process diagrams of the automatic coupling method of the urban rail vehicle head hook buffer device in one embodiment of the application applied to rescue working conditions of a straight rail;
7-11 are schematic process diagrams of the automatic coupling method of the urban rail vehicle head coupler and buffer device applied to the rescue working condition of the straight and curved rail according to an embodiment of the application;
12-16 are schematic process diagrams of the automatic coupling method of the urban rail vehicle head hook buffer device in an embodiment of the present application applied to rescue working conditions of a curved track;
17-20 are schematic process diagrams of the automatic coupling method of the urban rail vehicle head hook buffer device in an embodiment of the present application applied to rescue conditions of curved rails;
21-25 are schematic process diagrams of the automatic coupling method of the urban rail vehicle head hook buffer device under the anti-S rail rescue condition according to an embodiment of the present application;
numbering in the figures: 1. a coupling system; 2. a buffer crushing system; 3. a mounting seat; 4. a centering device; 5. a first rotating cylinder; 6. a second rotary cylinder; 7. a first range finder; 8. a second range finder.
Detailed Description
The technical solutions of the present application are explained in detail below with reference to specific embodiments, however, it should be understood that elements, structures and features of one embodiment may be beneficially incorporated in other embodiments without further recitation.
It is appreciated that although the figures may show a specific order of method steps, the order of the steps may differ from the order depicted. Further, two or more steps may be performed simultaneously or partially simultaneously. Such variations will depend on the software and hardware chosen and on designer choice. All such variations are within the scope of the present disclosure.
It is to be understood that the terms "system," "unit," "module" or "modules" as used herein is a method for distinguishing between different components, elements, parts, portions or assemblies at different levels. However, these terms may be substituted by other expressions which achieve the same purpose.
The embodiments described above are merely preferred embodiments of the present application, and are not intended to limit the scope of the present application, and various modifications and improvements made to the technical solutions of the present application by those skilled in the art without departing from the spirit of the present application should fall within the protection scope defined by the claims of the present application.
As shown in fig. 1, a first embodiment of the present application provides a first coupler buffer device (hereinafter referred to as a head hook) of a rescue train, in which an automatic coupling system of the first coupler buffer device of an urban rail vehicle is installed, and the head hook includes:
the device comprises a coupling system 1, a buffer crushing system 2, a mounting seat 3 and a centering device 4;
the automatic coupling system includes:
the control unit is arranged on the head hook buffer device;
a first rotating cylinder 5 and a second rotating cylinder 6 respectively disposed at a first side and a second side of the head coupler buffer device;
the first distance meter 7 and the second distance meter 8 are respectively arranged on the first side and the second side of the head hook buffer device;
the first distance meter and the second distance meter are connected with the control unit;
the first distance meter and the second distance meter are used for measuring the distance between two fixed points on the rescue train hooking fine dried noodles and a rescued train and transmitting distance data to the control unit; the control unit obtains an automatic coupling position through logical operation, and controls the first rotating cylinder and the second rotating cylinder to enable a head hook of the rescue train to swing to the automatic coupling position. The automatic coupling position means that when the car coupler swings to the position, if the car coupler continues to move along a straight line, automatic coupling can be realized.
The control unit may be a combination of a signal acquisition circuit, a processor (which may be a microprocessor, a microcontroller, or the like), and software running in the processor, and may acquire distance data output from the first distance meter and the second distance meter, perform a logic operation on the distance data, and control the first rotating cylinder and the second rotating cylinder according to the operation result.
When the rescue train is in non-automatic linked rescue, the first rotating cylinder and the second rotating cylinder are cut off, no acting force is generated, and the action of the centering device is not influenced; when the rescue train is in automatic coupling rescue, the first rotating cylinder and the second rotating cylinder stretch out under the control of the control unit, so that the acting force of the centering device is overcome, and the hook is pushed to swing towards two sides.
The first distance meter and the second distance meter can be selected from devices for measuring distances through laser, infrared and other wireless signals, and the measuring mode can be point-to-point measurement. Generally, a range finder has a certain measuring range, i.e. a maximum measuring distance S and a minimum measuring distance S.
The second embodiment of the application provides an automatic coupling method for a head car hook buffer device of an urban rail vehicle, which can be implemented by the head car hook buffer device of a rescue train of the first embodiment, and specifically comprises the following steps:
the method comprises the following steps that initialization is carried out, a rescue train runs to a rescue distance, a head hook of the rescue train is centered, and a first distance meter arranged on the first side of the head hook of the rescue train and a second distance meter arranged on the second side of the head hook of the rescue train are started respectively;
a step of obtaining a connection reference point, wherein the head of the rescue train swings to two sides by a set angle, in the swinging process, the first distance meter continuously measures the distance between the head of the rescue train and the rescued train, namely a first distance L, the second distance meter continuously measures the distance between the head of the rescue train and the rescued train, namely a second distance R, and the connection reference point is obtained according to the obtained first distance L and the obtained second distance R;
a hitching preparation step of swinging a head hook of the rescue train to the hitching reference point, starting the rescue train to approach the rescued train at a certain speed, moving the rescued train to reach the minimum measurement distance of the distance meter, and fixing the head hook state of the rescue train;
and automatically connecting, namely continuously advancing the rescue train until the head hook of the rescue train is connected with the head hook of the rescued train.
According to the automatic coupling method, a coupling reference point can be obtained according to the distance between two fixed points on the rescue train hook coupling fine dried noodles and the rescued train, the automatic coupling position can be determined through the coupling reference point, so that the head hook of the rescue train swings to the coupling reference point, and then the automatic coupling of the rescue train and the rescued train is carried out. Due to various reasons for causing train faults, the conditions of the head hook of the rescued train are different, and the automatic coupling method provided by the application is not only suitable for the power-off condition or the gas-off condition of the head hook of the rescued train, but also suitable for the conditions that the head hook of the rescued train is powered off and the gas is cut off, the electrical function is lost completely, and only mechanical connection can be realized.
In the rescue process, firstly, the rescue train is required to be moved to a position with a certain distance from the rescued train to stop, the head hook of the rescue train is adjusted to enable the head hook of the rescue train to reach the optimal rescue state, and then the rescue train is restarted, wherein the distance is the rescue distance. The rescue distance needs to be set so that the set angle for swinging the head hook of the rescue train towards two sides is proper when the connection reference point is acquired. If the rescue distance is too large, the swing angle of the head hook is too large, the swing angle may exceed the swing limit of the head hook, and the maximum measurement distance of the distance meter may also be exceeded; if the rescue distance is too short, the head hook is easy to interfere in the swinging process, and the rescue train is easier to collide with the rescued train when the rescue train stops.
Furthermore, the swing angle of the head hook of the rescue train swinging from the centering position to the limit measurement positions at the two sides is the set angle of the head hook of the rescue train swinging towards the two sides; the limit measuring position is set so that the signal beams emitted by the two distance measuring instruments can completely sweep the hooking fine dried noodles of the rescued train. The signal beams of the first distance meter and the second distance meter always keep the same angle with the head hook coupling surface of the rescue train.
Specifically, in the automatic coupling method of the urban rail vehicle head hook buffer device, the acquiring step of the coupling reference point specifically comprises the following steps:
s21: the first distance meter measures the distance between the first distance meter and the rescued train, namely a first initial distance L0, and feeds the first initial distance L0 back to the control unit; the second distance meter measures the distance between the second distance meter and the rescued train, namely a second initial distance R0, and feeds back the second initial distance R0 to the control unit;
s22: the control unit controls the head hook of the rescue train to swing to the first side by the set angle, the first distance meter measures the distance between the first distance meter and the rescued train in real time, namely a first distance Ln1, and feeds back the first distance Ln1 to the control unit, and the second distance meter measures the distance between the second distance meter and the rescued train in real time, namely a second distance Rm1, and feeds back the second distance Rm1 to the control unit;
s23: the control unit controls the head hook of the rescue train to swing towards the second side by the set angle, the first distance meter measures a first distance Ln2 between the first distance meter and the rescued train in real time and feeds back the first distance Ln2 to the control unit, and the second distance meter measures a second distance Rm2 between the second distance meter and the rescued train in real time and feeds back the second distance Rm to the control unit;
s24: the control unit selects the minimum value Lmin in the obtained first spacing and the minimum value Rmin in the obtained second spacing according to the obtained Ln1, Ln2, Rm1 and Rm 2; then comparing the sizes of Lmin and Rmin; determining the linkage reference point according to the sizes of the Lmin and the Rmin; if the Lmin is equal to the Rmin, selecting L0 and R0 as a linkage reference point; if the Lmin is larger than the Rmin, selecting the Lmin as a linkage reference point; and if the Lmin is smaller than the Rmin, selecting the Rmin as a linkage reference point.
Wherein n1+ n2 ∈ {1,2,3,. k }, k being the total number of first spacings; m1+ m2 ∈ {1,2,3,. j }, j being the total number of second spacings.
Preferably, the automatic coupling method of the urban rail vehicle head coupler buffer device further comprises a coupling adjustment step;
when L0 and R0 are used as hitching reference points, the first distance meter continuously measures a first real-time distance Lr between the first distance meter and the rescued train and the second distance meter continuously measures a second real-time distance Rr between the second distance meter and the rescued train in the process that the rescued train approaches the rescued train, the first real-time distance Lr and the second real-time distance Rr are fed back to the control unit, and the control unit controls the head hook of the rescued train to adjust according to changes of the first real-time distance Lr and the second real-time distance Rr, specifically:
if the first real-time distance Lr and the second real-time distance Rr are gradually reduced, the head hook of the rescue train does not need to be adjusted,
if the first real-time distance Lr is suddenly increased, adjusting the head hook of the rescue train to rotate towards the second side until the first real-time distance Lr is reduced again,
if the second real-time distance Rr is suddenly increased, adjusting a head hook of the rescue train to rotate towards the first side until the second real-time distance Rr is reduced again;
when Lmin is used as a coupling reference point, in the process that the rescue train approaches the rescued train, the first distance meter continuously measures a first real-time distance Lr between the first distance meter and the rescued train and feeds the first real-time distance Lr back to the control unit, and the control unit controls the adjustment of a head hook of the rescue train according to the change of the first real-time distance Lr, specifically: if the first real-time distance Lr is gradually reduced, the head hook of the rescue train does not need to be adjusted, and if the first real-time distance Lr is suddenly increased, the head hook of the rescue train is adjusted to rotate towards the second side until the first real-time distance Lr is reduced again;
when Rmin serves as a coupling reference point, in the process that the rescue train approaches the rescued train, the second distance meter continuously measures a second real-time distance Rr between the second distance meter and the rescued train and feeds the second real-time distance Rr back to the control unit, the control unit controls the head hook of the rescue train to be adjusted according to the change of the second real-time distance Rr, if the second real-time distance Rr is gradually reduced, the head hook of the rescue train does not need to be adjusted, and if the second real-time distance Rr is suddenly increased, the head hook of the rescue train is adjusted to rotate towards the first side until the second real-time distance Rr is reduced again.
For the head hook of the rescue train provided by the first embodiment, two rotary cylinders can be provided with position feedback functions, so that the rotary cylinders can be locked at any position and feed back whether to extend (or retract) to a position electric signal. At this time, the step of obtaining the coupling reference point specifically includes:
s21: the first distance meter measures the distance between the first distance meter and the rescued train, namely a first initial distance L0, and feeds the first initial distance L0 back to the control unit; the second distance meter measures the distance between the second distance meter and the rescued train, namely a second initial distance R0, and feeds back the second initial distance R0 to the control unit;
s22': the control unit controls the second rotating cylinder to extend out, so that the head hook of the rescue train swings to the first side by the set angle, the first distance meter measures the distance between the first distance meter and the rescued train in real time, namely a first distance Ln1 ', and feeds back the first distance Ln 1' to the control unit, the second distance meter measures the distance between the second distance meter and the rescued train in real time, namely a second distance Rm1 ', and feeds back the second distance Rm 1' to the control unit, and when the second rotating cylinder extends to the position, the second rotating cylinder sends a signal of swinging to the first side to the position to the control unit;
s23': after the control unit receives a signal of swinging to the first side to the in-place, the air supply of the second rotating cylinder is cut off, the first rotating cylinder is controlled to extend, so that the head hook of the rescue train swings to the second side by the set angle, the first distance meter measures the first distance Ln1 'between the head hook and the rescued train in real time and feeds back the first distance Ln 2' to the control unit, the second distance meter measures the second distance Rm2 'between the head hook and the rescued train in real time and feeds back the second distance Rm 2' to the control unit, and the first rotating cylinder sends a signal of swinging to the in-place to the second side to the control unit when extending to the in-place; after the control unit receives the signal of swinging to the second side in place, the air supply of the first rotating cylinder is cut off, and the first distance meter and the second distance meter are controlled to stop measuring;
s24: the control unit selects the minimum value Lmin in the obtained first spacing and the minimum value Rmin in the obtained second spacing according to the obtained Ln1 ', Ln 2', Rm1 'and Rm 2'; then comparing the sizes of Lmin and Rmin; determining a linkage reference point according to the sizes of the Lmin and the Rmin; if the Lmin is equal to the Rmin, selecting L0 and R0 as a linkage reference point; if the Lmin is larger than the Rmin, selecting the Lmin as a linkage reference point; and if the Lmin is smaller than the Rmin, selecting the Rmin as a linkage reference point.
For the head hook of the rescue train provided by the first embodiment, the two rotary cylinders can be provided with the air path balance valve, so that the rotary cylinders can fix the head hook of the rescue train under the action of the balance valve.
The following is an application of the automatic coupling method of the urban rail vehicle head hook buffer device provided by the application under the rescue working condition of a straight track (a rescued train and a rescue train are positioned on the same straight track). In the embodiment, the left, right, front and back are seen from the direction of a cab of the rescue train, and the signal beams of the two distance meters are always vertical to a head hook coupling surface of the rescue train.
As shown in fig. 2, on a straight track, a rescued train waits for rescue, the rescued train stops after running to a rescue distance, a head hook of the rescued train is centered, after centering is completed, distance measuring instruments on two sides of the head hook of the rescued train start working, and initial distances L0 and R0 between the distance measuring instruments and the rescued train are measured; as shown in fig. 3, the head hook of the rescue train swings to the left to the extreme measuring position; as shown in fig. 4, the head hook of the rescue train swings to the right to the extreme measuring position; as shown in fig. 5a and 5b, two distance meters continuously measure the distances L and R between the rescue train and the rescued train during the swing of the head hook of the rescue train, and the control unit obtains L, R minimum values Lmin and Rmin according to the measurement data of the distances L and R. Since the rescue train and the rescued train are both on a straight track, Lmin is equal to Rmin, and L0 and R0 are selected as the coupling reference points, namely the initial distance position is selected as the automatic coupling position; the head hook of the rescue train swings leftwards to an initial state (as shown in figure 2) and is fixed; the rescue train advances forwards at a certain speed; in the advancing process, the distance meter constantly measures and records real-time distance Lr and Rr between the distance meter and the rescued train, and the Lr and Rr values are gradually reduced under the rescue working condition of the straight track, so that the head hook of the rescued train does not need to be adjusted; the rescue train continues to travel until the position shown in fig. 6, namely the minimum measuring distance position of the distance measuring instrument is reached; at the moment, the two distance meters stop measuring, and the head hook state of the rescue train is fixed (the two rotating cylinders fix the position of the head hook of the rescue train under the action of the balance valve); the rescue train continues to move, the head hooks of the two trains are reconnected, a connection completion signal is fed back to the control unit after the two trains are connected, the control unit controls the rotating cylinders to exhaust and remove (the air inlets and the air outlets of the two rotating cylinders are completely communicated with the atmosphere, acting force is not generated when the piston rods of the rotating cylinders move forwards and backwards), an automatic connection completion signal is fed back to the cab, and the automatic connection operation is completed.
The automatic coupling method of the urban rail vehicle head hook buffer device is applied to rescue conditions of straight and curved tracks (rescue trains are located on the straight tracks and rescued trains are located on the curved tracks). In the embodiment, the left, right, front and back are seen from the direction of a cab of the rescue train, and the signal beams of the two distance meters are always vertical to a head hook coupling surface of the rescue train.
As shown in fig. 7, the rescued train on the curved track waits for rescue, the rescue train on the linear track stops after running to a rescue distance, the head hook of the rescue train is centered, after centering is completed, the distance meters on two sides of the head hook of the rescue train start working, and initial distances L0 and R0 between the distance meters and the rescued train are measured; a head hook of the rescue train swings leftwards to an extreme measuring position; a head hook of the rescue train swings rightwards to an extreme measuring position; as shown in fig. 8a and 8b, two distance meters continuously measure the distances L and R between the rescue train and the rescued train during the swing of the head hook of the rescue train, and the control unit obtains L, R minimum values Lmin and Rmin according to the measurement data of the distances L and R. According to the actual measurement result, Lmin is larger than Rmin, and the Lmin is selected as a coupling reference point; the head hook of the rescue train swings to the Lmin position (as shown in figure 8 a) and the state of the head hook of the rescue train is fixed; the rescue train advances forwards at a certain speed; in the process of advancing, the distance meter constantly measures and records the real-time distance Lr between the distance meter and the rescued train; as shown in fig. 9, in the process that the rescue train assembly approaches the rescued train, the left range finder gradually deviates from the coupling surface, so Lr suddenly increases, and therefore the rescue train head hook needs to be adjusted by swinging to the right until the first range finder is opposite to the coupling surface again (as shown in fig. 10); the rescue train continues to travel until the position shown in fig. 11, that is, the minimum measurement distance position of the distance meter is reached; at the moment, the two distance meters stop measuring, and the head hook state of the rescue train is fixed (the two rotating cylinders fix the position of the head hook of the rescue train under the action of the balance valve); the rescue train continues to move, the head hooks of the two trains are reconnected, a connection completion signal is fed back to the control unit after the two trains are connected, the control unit controls the rotating cylinder to exhaust and remove, an automatic connection completion signal is fed back to the cab, and the automatic connection operation is completed.
The automatic coupling method of the urban rail vehicle head hook buffer device is applied to rescue conditions of a curved track (a rescue train is positioned on the curved track, and a rescued train is positioned on a linear track). In the embodiment, the left, right, front and back are seen from the direction of a cab of the rescue train, and the signal beams of the two distance meters are always vertical to a head hook coupling surface of the rescue train.
As shown in fig. 12, the rescued train on the linear track waits for rescue, the rescued train on the curved track stops after running to a rescue distance, the head hook of the rescued train is centered, after centering is completed, the distance meters on two sides of the head hook of the rescued train start working, and initial distances L0 and R0 between the distance meters and the rescued train are measured; a head hook of the rescue train swings leftwards to an extreme measuring position; a head hook of the rescue train swings rightwards to an extreme measuring position; as shown in fig. 13a and 13b, two distance meters continuously measure the distances L and R between the rescue train and the rescued train during the swing of the head hook of the rescue train, and the control unit obtains L, R minimum values Lmin and Rmin according to the measurement data of the distances L and R. According to the actual measurement result, Lmin is larger than Rmin, and the Lmin is selected as a coupling reference point; the head hook of the rescue train swings to the Lmin position (as shown in figure 13 a) and the state of the head hook of the rescue train is fixed; the rescue train advances forwards at a certain speed; in the process of advancing, the distance meter constantly measures and records the real-time distance Lr between the distance meter and the rescued train; as shown in fig. 14, in the process that the rescue train assembly approaches the rescued train, the left range finder gradually deviates from the coupling surface, so Lr suddenly increases, and therefore the rescue train head hook needs to be adjusted by swinging to the right until the first range finder is opposite to the coupling surface again (as shown in fig. 15); the rescue train continues to travel until the position shown in fig. 16, i.e., the minimum measured distance position of the distance meter is reached; at the moment, the two distance meters stop measuring, and the head hook state of the rescue train is fixed (the two rotating cylinders fix the position of the head hook of the rescue train under the action of the balance valve); the rescue train continues to move, the head hooks of the two trains are reconnected, a connection completion signal is fed back to the control unit after the two trains are connected, the control unit controls the rotating cylinder to exhaust and remove, an automatic connection completion signal is fed back to the cab, and the automatic connection operation is completed.
The following is an application of the automatic coupling method of the urban rail vehicle head hook buffer device provided by the application under the rescue working condition of a curved track (a rescue train and a rescued train are positioned on the same curved track). In the embodiment, the left, right, front and back are seen from the direction of a cab of the rescue train, and the signal beams of the two distance meters are always vertical to a head hook coupling surface of the rescue train.
As shown in fig. 17, the rescued train on the curved track waits for rescue, the rescued train on the curved track stops after running to a rescue distance, the head hook of the rescued train is centered, after centering is completed, the distance meters on two sides of the head hook of the rescued train start working, and initial distances L0 and R0 between the distance meters and the rescued train are measured; the head hook of the rescue train swings to the extreme measuring position leftwards, and the head hook of the rescue train swings to the extreme measuring position rightwards; as shown in fig. 18a and 18b, two distance meters continuously measure the distances L and R between the rescue train and the rescued train during the swing of the head hook of the rescue train, and the control unit obtains L, R minimum values Lmin and Rmin according to the measurement data of the distances L and R. According to the actual measurement result, Lmin is smaller than Rmin, and Rmin is selected as a linkage reference point; swinging the head hook of the rescue train to the Rmin position (as shown in figure 18 b) and fixing the state of the head hook of the rescue train; the rescue train advances forwards at a certain speed; in the process of advancing, the distance meter constantly measures and records the real-time distance Rr between the distance meter and the rescued train; as shown in fig. 19, the Rr value gradually decreases, so that the head hook of the rescue train does not need to be adjusted; the rescue train continues to travel until the position shown in fig. 20, that is, the minimum measured distance position of the distance meter is reached; at the moment, the two distance meters stop measuring, and the head hook state of the rescue train is fixed (the two rotating cylinders fix the position of the head hook of the rescue train under the action of the balance valve); the rescue train continues to move, the head hooks of the two trains are reconnected, a connection completion signal is fed back to the control unit after the two trains are connected, the control unit controls the rotating cylinder to exhaust and remove, an automatic connection completion signal is fed back to the cab, and the automatic connection operation is completed.
The following is an application of the automatic coupling method of the urban rail vehicle head hook buffer device provided by the application under the rescue working condition of an anti-S track (a rescue train and a rescued train are positioned on two S-shaped curved tracks). In the embodiment, the left, right, front and back are seen from the direction of a cab of the rescue train, and the signal beams of the two distance meters are always vertical to a head hook coupling surface of the rescue train.
As shown in fig. 21, the rescued train on the first curved track waits for rescue, the rescued train on the second curved track stops after running to a rescue distance, the head hook of the rescued train is centered, after centering is completed, the distance meters on two sides of the head hook of the rescued train start working, and initial distances L0 and R0 between the distance meters and the rescued train are measured; a head hook of the rescue train swings leftwards to an extreme measuring position; a head hook of the rescue train swings rightwards to an extreme measuring position; as shown in fig. 22a and 22b, two distance meters continuously measure the distances L and R between the rescue train and the rescued train during the swing of the head hook of the rescue train, and the control unit obtains L, R minimum values Lmin and Rmin according to the measurement data of the distances L and R. According to the actual measurement result, Lmin is larger than Rmin, and the Lmin is selected as a coupling reference point; the head hook of the rescue train swings to the Lmin position (as shown in figure 22 a) and is fixed; the rescue train advances forwards at a certain speed; in the process of advancing, the distance meter constantly measures and records the real-time distance Lr between the distance meter and the rescued train; as shown in fig. 23, in the process that the rescue train assembly approaches the rescued train, the left range finder gradually deviates from the coupling surface, so Lr suddenly increases, and therefore the rescue train head hook needs to be adjusted by swinging to the right until the first range finder is opposite to the coupling surface again (as shown in fig. 24); the rescue train continues to travel until the position shown in fig. 25, that is, the minimum measurement distance position of the distance meter is reached; at the moment, the two distance meters stop measuring, and the head hook state of the rescue train is fixed (the two rotating cylinders fix the position of the head hook of the rescue train under the action of the balance valve); the rescue train continues to move, the head hooks of the two trains are reconnected, a connection completion signal is fed back to the control unit after the two trains are connected, the control unit controls the rotating cylinder to exhaust and remove, an automatic connection completion signal is fed back to the cab, and the automatic connection operation is completed.
Claims (10)
1. An automatic coupling method for a head coupler buffer device of an urban rail vehicle is characterized by comprising the following steps:
the method comprises the following steps that initialization is carried out, a rescue train runs to a rescue distance, a head hook of the rescue train is centered, and a first distance meter arranged on the first side of the head hook of the rescue train and a second distance meter arranged on the second side of the head hook of the rescue train are started respectively;
a step of obtaining a connection reference point, wherein the head of the rescue train swings to two sides by a set angle, in the swinging process, the first distance meter continuously measures the distance between the head of the rescue train and the rescued train, namely a first distance L, the second distance meter continuously measures the distance between the head of the rescue train and the rescued train, namely a second distance R, and the connection reference point is obtained according to the obtained first distance L and the obtained second distance R;
a hitching preparation step of swinging a head hook of the rescue train to the hitching reference point, fixing the head hook state of the rescue train, starting the rescue train to approach the rescued train at a certain speed, and moving the rescued train to the minimum measurement distance of the distance meter;
and automatically connecting, namely, the rescue train continuously advances until the head hook of the rescue train is connected with the head hook of the rescued train.
2. The automatic coupling method for the urban rail vehicle head hook buffer device according to claim 1, wherein the coupling reference point acquiring step specifically comprises:
acquiring a first initial distance L0 and a second initial distance R0 when the rescue train runs to a rescue distance;
the rescue train head hook swings to a first side by a set angle, the first distance meter continuously measures to obtain a first distance Ln1, and the second distance meter continuously measures to obtain a second distance Rm 1;
the rescue train head hook swings to a second side by a set angle, the first distance meter continuously measures to obtain a first distance Ln2, and the second distance meter continuously measures to obtain a second distance Rm 2;
selecting a minimum value Lmin in the first distances Ln1 and Ln2 and a minimum value Rmin in the second distances Rm1 and Rm 2;
comparing the sizes of the Lmin and the Rmin, and determining a linkage reference point according to the sizes of the Lmin and the Rmin;
where n1+ n2 ∈ {1,2,3,. k }, k being the total number of first spacings; m1+ m2 ∈ {1,2,3,. j }, j being the total number of second spacings.
3. The automatic coupling method for the head coupler and draft gear of the urban rail vehicle according to claim 2, characterized in that:
and when the Lmin is equal to the Rmin, selecting L0 and R0 as linkage reference points.
4. The automatic coupling method for the head coupler and draft gear of the urban rail vehicle according to claim 2, characterized in that:
and when the Lmin is larger than the Rmin, selecting the Lmin as a linkage reference point.
5. The automatic coupling method for the head coupler and draft gear of the urban rail vehicle according to claim 2, characterized in that:
and when the Lmin is smaller than the Rmin, selecting the Rmin as a linkage reference point.
6. The automatic coupling method for the head hook buffer device of the urban rail vehicle as claimed in claim 3, further comprising:
in the coupling adjustment step, in the process that the rescue train approaches the rescued train, the first distance meter continuously measures a first real-time distance Lr between the first distance meter and the rescued train, and the second distance meter continuously measures a second real-time distance Rr between the second distance meter and the rescued train; if the first real-time distance Lr and the second real-time distance Rr are gradually reduced, the head hook of the rescue train does not need to be adjusted; if the first real-time distance Lr is suddenly increased, adjusting a head hook of the rescue train to rotate towards the second side until the first real-time distance Lr is reduced again; and if the second real-time distance Rr is suddenly increased, adjusting the head hook of the rescue train to rotate towards the first side until the second real-time distance Rr is reduced again.
7. The automatic coupling method for the head hook buffer device of the urban rail vehicle as claimed in claim 4, further comprising:
a continuous hanging adjustment step, wherein in the process that the rescue train approaches the rescued train, the first distance meter continuously measures the first real-time distance Lr between the first distance meter and the rescued train, and if the first real-time distance Lr is gradually reduced, the head hook of the rescue train does not need to be adjusted; and if the first real-time distance Lr is suddenly increased, adjusting the head hook of the rescue train to rotate towards the second side until the first real-time distance Lr is reduced again.
8. The automatic coupling method for the head hook buffer device of the urban rail vehicle as claimed in claim 5, further comprising:
a continuous hanging adjustment step, wherein in the process that the rescue train approaches the rescued train, the second distance meter continuously measures a second real-time distance Rr between the second distance meter and the rescued train, and if the second real-time distance Rr is gradually reduced, the head hook of the rescue train does not need to be adjusted; and if the second real-time distance Rr is suddenly increased, adjusting the head hook of the rescue train to rotate towards the first side until the second real-time distance Rr is reduced again.
9. The utility model provides an automatic even system of hanging of city rail vehicle head car hook slow device installs on the head car hook slow device of rescue train which characterized in that includes:
the control unit is arranged on the head hook buffer device;
the first distance meter and the second distance meter are respectively arranged on the first side and the second side of the head car hook buffer device;
the first rotating cylinder and the second rotating cylinder are respectively arranged on the first side and the second side of the head hook buffer device;
the first distance meter and the second distance meter are connected with the control unit;
the first distance meter and the second distance meter are configured to measure the distance between two fixed points on the coupler coupling surface of the rescue train and the rescued train when the head coupler buffering device swings, and transmit distance data to the control unit; the control unit obtains a coupling reference point through logical operation, and controls the first rotating cylinder and the second rotating cylinder to enable the head car hook buffer device to swing to the coupling reference point.
10. The automatic coupling system of urban rail vehicle head coupler buffer device according to claim 9, characterized in that:
the first range finder and the second range finder are further configured to measure a real-time distance between a fixed two points on a hooking surface of the rescue train and the rescued train when the rescue train approaches the rescued train, and transmit real-time distance data to the control unit; the control unit can control the adjustment of the head car hook buffer device according to the change of the real-time distance.
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