CN111422248A - Subway rail laying vehicle with automatic control automobile body levelness function - Google Patents
Subway rail laying vehicle with automatic control automobile body levelness function Download PDFInfo
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- CN111422248A CN111422248A CN202010249174.7A CN202010249174A CN111422248A CN 111422248 A CN111422248 A CN 111422248A CN 202010249174 A CN202010249174 A CN 202010249174A CN 111422248 A CN111422248 A CN 111422248A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
- B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B29/00—Laying, rebuilding, or taking-up tracks; Tools or machines therefor
- E01B29/16—Transporting, laying, removing, or replacing rails; Moving rails placed on sleepers in the track
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Abstract
A subway rail laying vehicle with a function of automatically controlling the levelness of a vehicle body comprises four groups of traveling devices, each group of traveling devices comprises more than one wheel set, a traveling beam is respectively arranged below two sides of the vehicle body of the subway rail laying vehicle, and each group of traveling devices is provided with an external tooth slewing bearing and a set of steering devices; the controller can judge whether the vehicle body is horizontal to the ground or not according to real-time data transmitted back by the front level sensor and the rear level sensor, when the vehicle body is not level to the ground, the controller can automatically control whether a speed reduction motor corresponding to each walking device rotates clockwise or anticlockwise according to the inclination condition of the vehicle body and the ground, and the rotation amplitude, namely the controller can respectively control the direction and the rotation amplitude of the coaxial walking devices, so that the vehicle body is corrected, and the front beam frame and the rear beam frame are kept parallel and are kept horizontal to the ground.
Description
Technical Field
The invention relates to a subway rail laying vehicle with a function of automatically controlling the levelness of a vehicle body, and belongs to the optimization technology of subway rail laying vehicles.
Background
The rail laying vehicle is a device mainly used for construction operation in subway tunnels, material transportation and rail laying. Since the cross section of the tunnel is usually circular or oval, in order to implement the laying of the track, a rail panel which is parallel to the ground and has a flat surface is firstly laid on the bottom of the tunnel along the length direction, and is used for installing the track. In the sections (left turn and right turn) with arc bends along the length direction of the tunnel, the laid track panel can be set with a certain inclination angle and inclination according to the design requirements. When the wheels of the track laying vehicle run along the inner wall of the tunnel, the running track of the wheels changes to the left or the right along with the change of track panel laying, which means that the wheels move to the upslope or the downslope on the inner wall of the tunnel. The offset wheels drive the connected vehicle bodies to offset synchronously, so that the axle lines of the front axle and the rear axle of the vehicle bodies are not parallel. Even if the directions and the amplitudes of the deviation of the two shafts are the same, the two shafts are relatively parallel at the same time, and the vehicle body and the ground can not be ensured and guaranteed to be parallel, particularly to run in a section with a bending radian.
In order to solve the problems, a temporary special track is arranged in a tunnel for the track-laying vehicle to run in most of the prior track-laying vehicles. Although the technical scheme solves the problems because the running track of the track laying vehicle is fixed, the construction of the temporary special track is not only troublesome, but also has higher cost, and can cause damage to the wall surface of the tunnel. In order to solve the above-mentioned deficiencies, wheeled railcars capable of running directly on the inner wall of the track have now appeared.
The patent document with the application number of 2016110260606 discloses a tire type subway rail laying vehicle, including portal mechanism, hoist and mount mechanism, running gear, steering mechanism assembly and hydraulic control system, portal mechanism includes four stands, and on hoist and mount machinery located portal mechanism, portal mechanism one side was located to the steering mechanism assembly, and running gear has two sets ofly, and every running gear of group is connected with two stand lower extremes, running gear includes frame, wheel, bearing diagonal, traveling motor, gyration support and steering cylinder, and hydraulic power is adopted in this design, need not to lay interim track in subway tunnel pipe-liner and can move, has the function of turning to moreover. The design has the advantages that the temporary track does not need to be laid on the wall surface of the subway tunnel, and the steering function is achieved. However, this solution does not describe how the traveling mechanism is adapted to travel on special road conditions, such as curved walls.
The patent document with the application number of 2017110127017 discloses a tire running device of a subway rail laying vehicle, a trackless adjusting method and the subway rail laying vehicle, wherein the tire running device adopts solid tires, the installation angle of the solid tires can be adjusted according to the inclination of a running road surface, the angle of the solid tires can be adjusted according to the inclination of the running road surface, the solid tires are kept attached to the running road surface, and trackless running of the subway rail laying vehicle is achieved.
The tire type subway track laying vehicle does not run on a preset track, so that the condition that the running track of the wheels deviates in the running process is inevitable, and due to the special characteristics of the running road condition, for example, the running track has a plurality of arcs. When the vehicle runs on a relatively flat road surface, the running track can be corrected only by steering. However, the vehicle body inclines when the track deviates on an arc road surface, and the steering driving means that the wheels move uphill or downhill, so that the non-parallelism of the front axle and the rear axle also occurs, and the reverse distortion phenomenon of the front cross beam and the rear cross beam of the vehicle body further occurs.
Even if the front and rear axes are offset at the same time and the front and rear beams of the vehicle body are relatively parallel, it is still impossible to determine whether the vehicle body is level with the ground, particularly, in a section of a curve, and the control operation is performed by the subjective feeling of the driver on the running state of the vehicle. When the driver feels that the vehicle is deviated and the vehicle body is inclined, the vehicle body is balanced by operating the steering of the tires. For example, when the vehicle body walks forwards, the driver can correct the vehicle by clicking a little in the right direction when the front cross beam and the rear cross beam are high in the left and right directions, and conversely, when the front cross beam and the rear cross beam are high in the left and right directions, the driver can correct the vehicle by clicking a little in the left direction. Secondly, turning the steering wheel to the left or right usually controls only one axle (front drive controls the front wheels and rear drive controls the rear wheels), and it is difficult to keep the front and rear beams parallel and level with the ground at all times. Particularly, when the front beam and the rear beam are reversely distorted, the driver cannot correct the left or right direction, so that the technical scheme still needs to be improved in the road condition adaptability of the walking mechanism.
Therefore, a subway rail-laying vehicle capable of automatically controlling the running levelness of the vehicle body needs to be found.
Disclosure of Invention
The purpose of the invention is: the subway rail laying vehicle can automatically control the levelness of the vehicle body during walking.
The technical scheme of the invention is as follows: a subway rail laying vehicle with a function of automatically controlling the levelness of a vehicle body comprises four groups of walking devices, each group of walking devices comprises more than one wheel set 1, a traveling beam 2 is respectively arranged below the two sides of the vehicle body of the subway rail laying vehicle, and each group of walking devices is provided with an external tooth slewing bearing 3 and a set of steering devices 4; the top of a wheel set 1 belonging to the same group of traveling devices is fixed on an outer ring of a corresponding external tooth rotary bearing 3 through a bolt, and an inner ring of the external tooth rotary bearing is fixed below a traveling beam 2 through an inner wheel screw; the steering device 4 comprises a speed reducer 41 and a speed reducing motor 42; the steering device is fixed on a traveling beam beside the external tooth slewing bearing in the same group through a speed reducer; a power output gear of the speed reducer is meshed with an outer gear ring of the external tooth slewing bearing 3; the steering device drives the outer ring of the external tooth slewing bearing 3 to rotate through the power output gear, and the outer ring drives the wheel set connected with the outer ring to rotate so as to realize steering; a front level sensor is arranged on a front beam 5 of a vehicle body, a rear level sensor is arranged on a rear beam 6 of the vehicle body, and the front beam and the rear beam are respectively connected with running beams on two sides of the vehicle body through upright posts.
The speed reducing motor of the steering device is controlled by a preset program in a controller of the console; the controller outputs a forward current or a reverse current to the speed reduction motor corresponding to each traveling device, so that the traveling direction of the traveling device can be controlled.
The front level sensor is connected with the controller through a lead and transmits the inclination angle of the front beam and the horizontal plane to the controller in real time, the rear level sensor is connected with the controller through a lead and transmits the inclination angle of the rear beam and the horizontal plane to the controller in real time, and the control method comprises the following steps:
the current value returned by the horizontal sensor is that the included angle between the right side of the advancing direction of the front cross beam and the horizontal plane is negative N degrees, the value returned by the rear horizontal sensor is that the included angle between the right side of the advancing direction of the rear cross beam and the horizontal plane is also negative N degrees, the included angle indicates that the vehicle body inclines to the left side by N degrees, the controller inputs a reverse power supply to all the speed reducing motors, the speed reducing motors rotate anticlockwise to drive all the wheel carriers to rotate clockwise until the value returned by the front horizontal sensor is 0 and the value returned by the rear horizontal sensor is 0;
the current value returned by the horizontal sensor is that the included angle between the right side of the advancing direction of the front cross beam and the horizontal plane is N degrees, the value returned by the rear horizontal sensor is that the included angle between the right side of the advancing direction of the rear cross beam and the horizontal plane is negative M degrees, which indicates that the car head inclines to the right side by N degrees and the car tail inclines to the left side by M degrees, the controller inputs forward power to the speed reducing motors of the two front walking devices, the speed reducing motors of the two front walking devices rotate clockwise to drive the left front wheels 11 and the right front wheels 12 on the wheel carriers of the two front walking devices to rotate anticlockwise until the value returned by the front horizontal sensor is 0, the controller inputs reverse power to the speed reducing motors of the two rear walking devices, the two speed reducing motors rotate anticlockwise to drive the left rear wheels 21 and the right rear wheels 22 on the wheel carriers of the two rear walking devices to rotate clockwise until the;
the current value returned by the horizontal sensor is that the included angle between the right side of the advancing direction of the front cross beam and the horizontal plane is negative N degrees, the value returned by the rear horizontal sensor is that the included angle between the right side of the advancing direction of the rear cross beam and the horizontal plane is also M degrees, which means that the car head inclines to the left side by N degrees and the car tail inclines to the right side by M degrees, the controller inputs a reverse power supply to the speed reduction motors of the two front walking devices to enable the speed reduction motors to rotate anticlockwise, so as to drive the left front wheels 11 and the right front wheels 12 on the wheel carriers of the two front walking devices to rotate clockwise until the value returned by the front horizontal sensor is 0, the controller inputs a reverse power supply to the speed reduction motors of the two rear walking devices, and the two speed reduction motors rotate anticlockwise to drive the left rear wheels 21 and the right rear wheels 22 on the wheel carriers;
the current value returned by the horizontal sensor is that the included angle between the right side of the advancing direction of the front cross beam and the horizontal plane is N degrees, the value returned by the rear horizontal sensor is that the included angle between the right side of the advancing direction of the rear cross beam and the horizontal plane is M degrees, which indicates that the car head inclines to the right side by N degrees and the car tail inclines to the right side by M degrees, the controller inputs a positive power supply to the speed reducing motors of the two front walking devices to enable the speed reducing motors to rotate clockwise, drives the left front wheel 11 and the right front wheel 12 on the wheel carriers of the two front walking devices to rotate anticlockwise until the value returned by the front horizontal sensor is 0, and inputs a positive power supply to the speed reducing motors of the two rear walking devices, the two speed reducing motors rotate clockwise, and drives the left rear wheel 21 and the right rear wheel 22 on the wheel carriers of the two rear walking devices to;
the current value returned by the horizontal sensor is that the included angle between the right side of the advancing direction of the front cross beam and the horizontal plane is N degrees, the value returned by the rear horizontal sensor is between 0 degree and N degrees, the inclination of the head to the right side is N degrees, the tail of the vehicle is inclined to the right under the driving of the head of the vehicle, the controller inputs a positive power supply to the speed reduction motors of the two front walking devices to enable the speed reduction motors to rotate clockwise, the left front wheels 11 and the right front wheels 12 on the wheel carriers of the two front walking devices are driven to rotate anticlockwise until the value returned by the front horizontal sensor is 0, the head of the vehicle turns back to the normal track to the left, and the tail of;
the value returned by the current level sensor is N, and the value returned by the rear level sensor is larger than N, then the vehicle tail drives the vehicle head to tilt rightwards, the controller inputs a positive power supply to the speed reduction motors of the two rear traveling devices to enable the speed reduction motors to rotate clockwise to drive the left rear wheel 21 and the right rear wheel 22 on the wheel carrier to rotate anticlockwise until the value returned by the rear level sensor is 0, the vehicle tail rotates rightwards to return to a normal track, and the vehicle head is driven to also return to a normal track.
The reducer is externally provided with a reduction box, the reducer is fixed on the lower beam frame through the reduction box, and the reduction motor is fixed on the lower beam frame or directly fixed on the reduction box.
More than two batteries are arranged on the subway rail laying vehicle, and when one battery is used up, the other battery can also supply power.
Has the advantages that:
the controller can judge whether the vehicle body is horizontal to the ground or not according to real-time data transmitted back by the front level sensor and the rear level sensor, when the vehicle body is not level to the ground, the controller can automatically control whether a speed reduction motor corresponding to each walking device rotates clockwise or anticlockwise according to the inclination condition of the vehicle body and the ground, and the rotation amplitude, namely the controller can respectively control the direction and the rotation amplitude of the coaxial walking devices, so that the vehicle body is corrected, and the front beam frame and the rear beam frame are kept parallel and are kept horizontal to the ground.
Drawings
FIG. 1 is a perspective view of an angle of the present invention;
fig. 2 is a schematic view of a travel beam and components mounted thereunder;
FIG. 3 is a partial exploded view of FIG. 2;
FIG. 4 is a schematic view of a partial explosion of the vehicle body of the present invention;
FIG. 5 is a schematic view of the present invention in a tunnel with the vehicle body parallel to the ground;
FIG. 6 is a schematic view of the car head and the car tail inclining to the left side in the tunnel, and the front axle and the rear axle both turning to the right side for correction;
FIG. 7 is a schematic diagram of a vehicle head tilting to the right in a tunnel, a front shaft being subjected to left-side steering correction, a vehicle tail tilting to the left in the tunnel, and a rear shaft being subjected to right-side steering correction;
FIG. 8 is a schematic diagram of a vehicle head tilting to the left in a tunnel, a front shaft being corrected for right steering, a vehicle tail tilting to the right in the tunnel, and a rear shaft being corrected for left steering;
FIG. 9 is a schematic view of the nose tilting to the left in the tunnel and the tail tilting to the left in the tunnel under the traction of the nose, front axle to right side steer correction;
fig. 10 is a schematic diagram of the car tail tilting to the left in the tunnel and the car head being dragged by the car tail to tilt to the left in the tunnel, and the rear axle being corrected to the right.
Detailed Description
As shown in fig. 1 to 10, a subway rail laying vehicle with a function of automatically controlling the levelness of a vehicle body comprises four groups of traveling devices, each group of traveling devices comprises more than one wheel set 1, a traveling beam 2 is respectively arranged below two sides of the vehicle body of the subway rail laying vehicle, and each group of traveling devices is provided with an external tooth slewing bearing 3 and a steering device 4; the top of a wheel set 1 belonging to the same group of traveling devices is fixed on an outer ring of a corresponding external tooth rotary bearing 3 through a bolt, and an inner ring of the external tooth rotary bearing is fixed below a traveling beam 2 through an inner wheel screw; the steering device 4 comprises a speed reducer 41 and a speed reducing motor 42; the steering device is fixed on a traveling beam beside the external tooth slewing bearing in the same group through a speed reducer; a power output gear of the speed reducer is meshed with an outer gear ring of the external tooth slewing bearing 3; the steering device drives the outer ring of the external tooth slewing bearing 3 to rotate through the power output gear, and the outer ring drives the wheel set connected with the outer ring to rotate so as to realize steering.
The speed reducing motor of the steering device is controlled by a preset program in a controller of the console.
The controller can control the amplitude and direction of the steering by controlling the rotation angle and the steering of the reduction motor of the steering device. The power output gear of the steering device drives the wheel carrier of the walking device to rotate, thereby realizing the steering function.
The controller outputs a forward current or a reverse current to the speed reduction motor corresponding to each traveling device, so that the traveling direction of the traveling device can be controlled.
The four groups of running gears are symmetrically arranged below the vehicle body, namely two groups of running gears, steering gears and external tooth slewing bearings are arranged below each running beam in tandem, the two groups of running gears, the steering gears and the external tooth slewing bearings which are positioned in front of the vehicle body are called front shafts, and the two groups of running gears, the steering gears and the external tooth slewing bearings which are positioned behind the vehicle body are called rear shafts.
A front level sensor is arranged on a front beam 5 of a vehicle body, a rear level sensor is arranged on a rear beam 6 of the vehicle body, and the front beam and the rear beam are respectively connected with running beams on two sides of the vehicle body through upright posts; when the vehicle body is skewed, particularly when the front cross beam and the rear cross beam are distorted and not parallel, a shearing force is generated on the four upright posts, the movable connection of the front cross beam and the rear cross beam with the two sides of the vehicle body can eliminate a part of the shearing force, but when the force is too large, the vehicle body is deformed, and the stability of the vehicle is influenced and the safety of production operation is endangered. Therefore, it is necessary to eliminate the occurrence of such a twisted unparallel phenomenon in time.
The front level sensor is connected with the controller through a lead and transmits the inclination angle of the front beam and the horizontal plane to the controller in real time, and the rear level sensor is connected with the controller through a lead and transmits the inclination angle of the rear beam and the horizontal plane to the controller in real time.
The controller can control the rotating speed output by the speed reducing motor by controlling the electric quantity transmitted to the speed reducing motor, so that the steering amplitude of the walking device can be controlled. The two running gears located in front of the vehicle body are also commonly referred to as front axles, and the two running gears located behind the vehicle body are also commonly referred to as rear axles. When the controller controls the steering of the walking device, the control is carried out by taking the shafts as units, namely the front shafts rotate in the same direction at the same time, the rotation amplitudes are the same, and the rear shafts rotate in the same direction at the same time, and the rotation amplitudes are the same.
Fig. 5 and fig. 10 show different states of the subway rail-laying vehicle running in the tunnel, wherein the upper circle represents the section of the tunnel, two dotted lines in the four dotted lines in the circle are in a group, one group represents a front axle, one group represents a rear axle, and wheels in the circle are projections of wheel groups of the running gear and are used for representing the steering angle and the steering direction of the running gear. The outer four boxes in the lower part of the figure are used to compare whether the vehicle body and the wheel set are kept horizontal with the advancing direction.
The control method of the controller for steering is as follows:
1. the current value returned by the horizontal sensor is that the included angle between the right side of the front cross beam in the advancing direction and the horizontal plane is negative N degrees, the value returned by the rear horizontal sensor is that the included angle between the right side of the rear cross beam in the advancing direction and the horizontal plane is also negative N degrees, the situation that the vehicle body inclines towards the left side is shown, the controller inputs a reverse power supply to all the speed reducing motors, the speed reducing motors rotate anticlockwise to drive all the wheel frames to rotate clockwise until the value returned by the front horizontal sensor is 0 and the value returned by the rear horizontal sensor is 0, and the method is shown in figure 6.
2. The angle between the right side of the front beam advancing direction and the horizontal plane is N degrees when the current horizontal sensor returns, the angle between the right side of the rear beam advancing direction and the horizontal plane is negative M degrees when the rear horizontal sensor returns, which indicates that the head of a vehicle inclines to the right side by N degrees and the tail of the vehicle inclines to the left side by M degrees, the controller inputs a forward power supply to the speed reducing motors of the two front walking devices, the speed reducing motors of the two front walking devices rotate clockwise to drive the left front wheel 11 and the right front wheel 12 on the wheel carriers of the two front walking devices to rotate anticlockwise until the value returned by the front horizontal sensor is 0, and the controller inputs a reverse power supply to the speed reducing motors of the two rear walking devices, the two speed reducing motors rotate anticlockwise to drive the left rear wheel 21 and the right rear wheel 22 on the wheel frames of the two rear traveling devices to rotate clockwise until the return value of the rear horizontal sensor is 0, as shown in fig. 7.
3. The current value returned by the horizontal sensor is that the included angle between the right side of the front cross beam in the advancing direction and the horizontal plane is negative N degrees, the value returned by the rear horizontal sensor is that the included angle between the right side of the rear cross beam in the advancing direction and the horizontal plane is also M degrees, which means that the car head inclines to the left by N degrees and the car tail inclines to the right by M degrees, the controller inputs reverse power to the speed reduction motors of the two front walking devices to rotate anticlockwise, the left front wheels 11 and the right front wheels 12 on the wheel carriers of the two front walking devices are driven to rotate clockwise until the value returned by the front horizontal sensor is 0, the controller inputs reverse power to the speed reduction motors of the two rear walking devices, and the two speed reduction motors rotate anticlockwise to drive the left rear wheels 21 and the right rear wheels 22 on the wheel carriers of the two rear walking devices to rotate anticlockwise until the value returned by the rear horizontal sensor is.
4. The angle between the right side of the front cross beam in the advancing direction and the horizontal plane is N degrees, the angle between the right side of the rear cross beam in the advancing direction and the horizontal plane is M degrees, the angle indicates that the head of a vehicle inclines to the right by N degrees, and the angle indicates that the tail of the vehicle inclines to the right by M degrees, the controller inputs forward power to the speed reduction motors of the two front walking devices to enable the speed reduction motors to rotate clockwise, the left front wheels 11 and the right front wheels 12 on the wheel carriers of the two front walking devices are driven to rotate anticlockwise until the value returned by the front horizontal sensor is 0, the controller inputs forward power to the speed reduction motors of the two rear walking devices, the two speed reduction motors rotate clockwise, and the left rear wheels 21 and the right rear wheels 22 on the wheel carriers of the two rear walking devices are driven to rotate anticlockwise until the value returned by the rear horizontal sensor is 0.
5. The value that present level sensor returns is that the right side of preceding cross beam advancing direction is N degrees with the contained angle of horizontal plane, and what back level sensor returned is between 0 degree to N degree, shows that the locomotive inclines N degrees to the right side, and the rear of a vehicle is inclining right under the drive of locomotive, and the controller inputs forward power for the gear motor of two preceding running gear and makes its clockwise rotation, drives left front wheel 11 and right front wheel 12 on the wheel carrier of two preceding running gear anticlockwise rotation until the value that preceding level sensor returned is 0, and the locomotive turns back the normal orbit to the left, drives the rear of a vehicle and also turns back the normal orbit, as shown in fig. 9.
6. When the value returned by the current level sensor is N and the value returned by the rear level sensor is greater than N, the vehicle tail drives the vehicle head to tilt right, the controller inputs a positive power supply to the speed reduction motors of the two rear traveling devices to enable the speed reduction motors to rotate clockwise to drive the left rear wheel 21 and the right rear wheel 22 on the wheel carrier to rotate anticlockwise until the value returned by the rear level sensor is 0, the vehicle tail rotates to the right back to a normal track, and the vehicle head is driven to also rotate back to the normal track, as shown in fig. 10.
When the front cross beam and the rear cross beam of the vehicle body are inclined in different directions, the vehicle body is unbalanced, a shearing force is generated between the front portion and the rear portion of the vehicle body, the shearing force is possibly damaged when the shearing force is too large, the vehicle body impacts the shearing force on the vehicle body through deformation of the front cross beam and the rear cross beam, and the controller controls the two traveling devices at the front end to rotate in a direction opposite to the inclination direction of the front portion of the vehicle body and the two traveling devices at the tail end to straighten the vehicle body according to a preset program, so that the inclination of the vehicle body can be automatically balanced.
In practical applications, instead of mounting the level sensors on the front and rear cross-beams, other solutions are possible, such as providing a level sensor on each of the four pillars 21 of the vehicle body, said level sensors being single-axis tilt sensors or dual-axis tilt sensors, said level sensors being mounted longitudinally on the pillars and connected to the controller by wires, and transmitting the tilt of each pillar in the vertical direction to the controller in real time.
When the values returned by all the horizontal sensors are 0, the four upright posts are vertical to the ground, and the subway rail laying vehicle runs normally. When the controller judges the inclined state of the vehicle body according to the value returned by the horizontal sensor on the upright post, the power input quantity and the direction of each speed reducing motor are controlled according to the inclined condition of the vehicle body, so that the vehicle body is balanced. If the mode that the horizontal sensor is installed on each stand column respectively is adopted to balance the vehicle body, the controller can control each steering device independently, and the control is more accurate.
The reducer is externally provided with a reduction box, the reducer is fixed on the lower beam frame through the reduction box, and the reduction motor is fixed on the lower beam frame or directly fixed on the reduction box.
More than two batteries are arranged on the subway rail laying vehicle, and when one battery is used up, the other battery can also supply power. Electric appliances such as a speed reducing motor and the like on the subway track laying vehicle are powered by a battery.
The single-axis tilt angle sensor preferably adopts L CA318T series products, the L CA318T series tilt angle is a small-volume MEMS single-axis tilt angle sensor developed by Shenzhen Riofen technology Limited, the output current is corrected by internal secondary linearity, the single-axis tilt angle sensor is a linear current output tilt angle sensor, the single axis can only be vertically installed, and the double axis tilt angle sensor can be vertically installed or horizontally installed.
SCA126V is a serial port output type double-shaft tilt sensor (vertical installation) provided by RION aiming at the field of industrial field control, SCA126V is specialized aiming at the double-shaft vertical measurement environment with requirements, and is convenient for users to install and use, an output interface RS485/RS232RS422/TT L can be selected.
The external tooth rotary bearing is made of a product produced by Cangzhou Shang Ci hardware factory, and products of the same type produced by other manufacturers can be selected.
All the electrical components are connected with a power supply and a controller through leads.
In the invention, the controller can judge whether the vehicle body and the ground are horizontal according to real-time data sent back by the front level sensor and the rear level sensor, when the vehicle body is not level with the ground, the controller can automatically control whether the speed reduction motor corresponding to each walking device rotates clockwise or anticlockwise according to the inclination condition of the vehicle body and the ground, and the rotation amplitude, namely can respectively control the direction and the rotation amplitude of the walking device which is coaxial, so that the correction of the vehicle body is realized, and the front beam frame and the rear beam frame are kept parallel and are kept horizontal to the ground.
The above-mentioned embodiments are only used for illustrating the application of the present invention, and are not meant to be limiting, and those skilled in the art should make various changes or substitutions within the spirit of the present invention, and shall fall within the protection scope of the present invention.
Claims (5)
1. The utility model provides a subway railcar with automatic control automobile body levelness function, subway railcar include four running gear of group, every running gear of group includes more than one wheelset (1), subway railcar automobile body both sides below is equipped with a roof beam (2) that traveles respectively, its characterized in that: each group of walking devices is provided with an external tooth slewing bearing (3) and a set of steering devices (4); the top of the wheel set (1) belonging to the same group of walking devices is fixed on the outer ring of the corresponding external tooth rotary bearing (3) through a bolt, and the inner ring of the external tooth rotary bearing is fixed below the traveling beam (2) through an inner wheel screw; the steering device (4) comprises a speed reducer (41) and a speed reducing motor (42); the steering device is fixed on a traveling beam beside the external tooth slewing bearing in the same group through a speed reducer; a power output gear of the speed reducer is meshed with an outer gear ring of the external tooth slewing bearing (3); the steering device drives the outer ring of the external tooth slewing bearing (3) to rotate through the power output gear, and the outer ring drives the wheel set connected with the outer ring to rotate so as to realize steering; a front level sensor is mounted on a front beam (5) of a vehicle body, a rear level sensor is mounted on a rear beam (6) of the vehicle body, and the front beam and the rear beam are respectively connected with running beams on two sides of the vehicle body through stand columns.
2. A subway rail laying vehicle with automatic control function for vehicle body levelness as claimed in claim 1, characterized in that: the speed reducing motor of the steering device is controlled by a preset program in a controller of the console; the controller outputs a forward current or a reverse current to the speed reduction motor corresponding to each traveling device, so that the traveling direction of the traveling device can be controlled.
3. A subway rail laying vehicle with automatic control function for vehicle body levelness as claimed in claim 1, characterized in that: the front level sensor is connected with the controller through a lead and transmits the inclination angle of the front beam and the horizontal plane to the controller in real time, the rear level sensor is connected with the controller through a lead and transmits the inclination angle of the rear beam and the horizontal plane to the controller in real time, and the control method comprises the following steps:
the current value returned by the horizontal sensor is that the included angle between the right side of the advancing direction of the front cross beam and the horizontal plane is negative N degrees, the value returned by the rear horizontal sensor is that the included angle between the right side of the advancing direction of the rear cross beam and the horizontal plane is also negative N degrees, the included angle indicates that the vehicle body inclines to the left side by N degrees, the controller inputs a reverse power supply to all the speed reducing motors, the speed reducing motors rotate anticlockwise to drive all the wheel carriers to rotate clockwise until the value returned by the front horizontal sensor is 0 and the value returned by the rear horizontal sensor is 0;
the current value returned by the horizontal sensor is that the included angle between the right side of the advancing direction of the front cross beam and the horizontal plane is N degrees, the value returned by the rear horizontal sensor is that the included angle between the right side of the advancing direction of the rear cross beam and the horizontal plane is negative M degrees, which means that the car head inclines to the right side by N degrees and the car tail inclines to the left side by M degrees, the controller inputs a forward power supply to the speed reducing motors of the two front walking devices, the speed reducing motors of the two front walking devices rotate clockwise to drive the left front wheel (11) and the right front wheel (12) on the wheel carrier of the two front walking devices to rotate anticlockwise until the value returned by the front horizontal sensor is 0, and the controller inputs a reverse power supply to the speed reducing motors of the, the two speed reducing motors rotate anticlockwise to drive the left rear wheel (21) and the right rear wheel (22) on the wheel frames of the two rear walking devices to rotate clockwise until the value returned by the rear horizontal sensor is 0;
the current value returned by the horizontal sensor is that the included angle between the right side of the advancing direction of the front cross beam and the horizontal plane is negative N degrees, the value returned by the rear horizontal sensor is that the included angle between the right side of the advancing direction of the rear cross beam and the horizontal plane is also M degrees, which indicates that the car head inclines to the left side by N degrees and the car tail inclines to the right side by M degrees, the controller inputs reverse power supplies to the speed reducing motors of the two front walking devices to enable the speed reducing motors to rotate anticlockwise so as to drive the left front wheels (11) and the right front wheels (12) on the wheel carriers of the two front walking devices to rotate clockwise until the value returned by the front horizontal sensor is 0, the controller inputs reverse power supplies to the speed reducing motors of the two rear walking devices, and the two speed reducing motors rotate anticlockwise so as to drive the left rear wheels (21) and the right rear wheels (22) on the wheel carriers of the;
the current value returned by the horizontal sensor is that the included angle between the right side of the advancing direction of the front cross beam and the horizontal plane is N degrees, the value returned by the rear horizontal sensor is that the included angle between the right side of the advancing direction of the rear cross beam and the horizontal plane is M degrees, which indicates that the car head inclines to the right side by N degrees and the car tail inclines to the right side by M degrees, the controller inputs a positive power supply to the speed reducing motors of the two front walking devices to enable the speed reducing motors to rotate clockwise, drives the left front wheel (11) and the right front wheel (12) on the wheel carriers of the two front walking devices to rotate anticlockwise until the value returned by the front horizontal sensor is 0, and inputs a positive power supply to the speed reducing motors of the two rear walking devices, the two speed reducing motors rotate clockwise, and drives the left rear wheel (21) and the right rear wheel (22) on the wheel carriers of the two rear walking devices to rotate;
the current value returned by the horizontal sensor is that the included angle between the right side of the advancing direction of the front cross beam and the horizontal plane is N degrees, the value returned by the rear horizontal sensor is between 0 degree and N degrees, the forward inclination of the vehicle head to the right side is represented by N degrees, the vehicle tail is inclined to the right under the driving of the vehicle head, the controller inputs a forward power supply to the speed reduction motors of the two front walking devices to enable the speed reduction motors to rotate clockwise, the left front wheels (11) and the right front wheels (12) on the wheel carriers of the two front walking devices are driven to rotate anticlockwise until the value returned by the front horizontal sensor is 0, the vehicle head rotates back to the normal track to the left, and the vehicle tail is driven;
the value returned by the current level sensor is N, and the value returned by the rear level sensor is larger than N, then the vehicle tail drives the vehicle head to tilt rightwards, the controller inputs a positive power supply to the speed reduction motors of the two rear traveling devices to enable the speed reduction motors to rotate clockwise to drive the left rear wheel (21) and the right rear wheel (22) on the wheel carrier to rotate anticlockwise until the value returned by the rear level sensor is 0, the vehicle tail rotates rightwards to return to a normal track, and the vehicle head is driven to also rotate back to the normal track.
4. A subway rail laying vehicle with automatic control function for vehicle body levelness as claimed in claim 1, characterized in that: the reducer is externally provided with a reduction box, the reducer is fixed on the lower beam frame through the reduction box, and the reduction motor is fixed on the lower beam frame or directly fixed on the reduction box.
5. A subway rail laying vehicle with automatic control function for vehicle body levelness as claimed in claim 1, characterized in that: more than two batteries are arranged on the subway rail laying vehicle, and when one battery is used up, the other battery can also supply power.
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| CN202010249174.7A CN111422248A (en) | 2020-04-01 | 2020-04-01 | Subway rail laying vehicle with automatic control automobile body levelness function |
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| CN202010249174.7A CN111422248A (en) | 2020-04-01 | 2020-04-01 | Subway rail laying vehicle with automatic control automobile body levelness function |
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Application publication date: 20200717 |