CN111678496A - Early warning method for leveling falling of rail vehicle - Google Patents
Early warning method for leveling falling of rail vehicle Download PDFInfo
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- CN111678496A CN111678496A CN202010566558.1A CN202010566558A CN111678496A CN 111678496 A CN111678496 A CN 111678496A CN 202010566558 A CN202010566558 A CN 202010566558A CN 111678496 A CN111678496 A CN 111678496A
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- G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
- G01C9/00—Measuring inclination, e.g. by clinometers, by levels
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Abstract
The invention relates to a method for early warning of leveling of falling rail vehicles, which comprises the following steps: early warning mode of automobile body gradient: measuring the body inclination of the rail vehicle; estimating the inclination influence quantity of a center plate of the railway vehicle on the inclination of a vehicle body; acquiring the total inclination of the vehicle body according to the inclination influence quantity and the vehicle body inclination, and enabling the total inclination of the vehicle body to meet the technical requirement of leveling; early warning mode of trailing beam sagging: measuring the trailing beam sag of the rail vehicle; estimating the sag influence quantity of a center plate of the railway vehicle on the sag of the traction beam; according to the sag influence quantity and the drooping degree of the traction beam, the total drooping degree of the traction beam is obtained, and the total drooping degree of the traction beam meets the technical requirement of leveling. According to the invention, the vehicle body maintenance data is controlled by controlling the relevant dimension related to the vehicle falling, so that the rail vehicle meets the technical requirement of falling water leveling and the vehicle body maintenance efficiency is improved.
Description
Technical Field
The invention belongs to the technical field of railway vehicles, and particularly relates to an early warning method for leveling of a railway vehicle.
Background
At present, in the manufacturing or overhauling and maintaining processes of the railway vehicle, the absolute sizes of all parts of a vehicle body are controlled to ensure that the technical indexes of the vehicle after being dropped meet the technical requirements of dropping leveling.
In the manufacturing process of the rail vehicle, even if the absolute sizes of all parts of the vehicle body (such as a center plate mounting surface, vehicle body inclination and trailing beam droop) are controlled, the structure of the vehicle body after the vehicle body falls off is not in accordance with the technical requirement of falling-off leveling, so that the vehicle is reworked, and the delivery cycle of the vehicle is influenced. If in the rail vehicle automobile body maintenance in-process, the mode through the absolute size of control each position realizes falling after the completion and makes level the technical requirement, its maintenance degree of difficulty is big, influence automobile body maintenance efficiency, and the hot adjustment region is many, leads to great to the automobile body deformation influence. In addition, this approach is costly and severely impacts the vehicle body repair cycle.
Disclosure of Invention
The invention provides a method for early warning of leveling of falling rail vehicles, which controls vehicle body maintenance data by controlling the relevant size related to the falling rail vehicles, so that the rail vehicles meet the technical requirement of leveling of falling rail vehicles and improve the vehicle body maintenance efficiency.
In order to achieve the technical purpose, the invention provides the following technical scheme:
a rail vehicle falling leveling early warning method is characterized by comprising the following steps:
early warning mode of automobile body gradient:
measuring a body inclination of the rail vehicle;
estimating a tilt influence quantity of a center plate of the rail vehicle on a vehicle body tilt;
acquiring the total inclination of the vehicle body according to the inclination influence quantity and the inclination of the vehicle body, and enabling the total inclination of the vehicle body to meet the leveling technical requirement;
early warning mode of trailing beam sagging:
measuring a draft sill sag of the rail vehicle;
estimating the sag influence quantity of a center plate of the railway vehicle on the sag of a traction beam;
according to the droop influence quantity and the draw beam droop, the total droop of the draw beam is obtained, and the total droop of the draw beam meets the technical requirement of leveling.
In the method for warning of leveling after a rail vehicle falls into a grade, the vehicle body inclination a includes a vehicle body inclination direction of the vehicle body in the vehicle body inclination warning mode.
The method for warning of leveling when a rail vehicle falls into a railway comprises the step of determining the inclination influence quantity of the center plate mounting surface of the center plate on the inclination of the railway surface, wherein the inclination influence quantity is the influence of the flatness b of the center plate mounting surface of the center plate relative to the railway surface on the inclination of the vehicle body, and the inclination influence quantity comprises the first center plate inclination direction of the center plate mounting surface relative to the railway surface.
According to the early warning method for leveling when the rail vehicle falls into the ground, the direction of the inclination influence quantity is consistent with the inclination direction of the first core disc and opposite to the inclination direction of the vehicle body.
According to the method for early warning of leveling of a railway vehicle, the inclination influence quantity is equal to m × b/n, wherein m is the lateral height of the vehicle body, and n is the length of one side of the center plate, which is consistent with the width direction of the railway vehicle.
In the method for warning of leveling after a railway vehicle falls, the trailing beam sag c comprises a trailing beam sag direction of the trailing beam in the trailing beam sag warning mode.
The method for warning of leveling when a rail vehicle falls into a railway comprises the step of determining the sag influence of the flatness d of the core mounting surface of the core disc inclined relative to the railway surface on the sag of the traction beam, wherein the sag influence comprises the second core disc inclination direction of the core mounting surface inclined relative to the railway surface.
According to the early warning method for leveling when the rail vehicle falls, the direction of the droop influence quantity is consistent with the inclination direction of the second core plate inclined relative to the rail surface of the core plate installation surface and is opposite to the droop direction of the traction beam.
The method for warning of leveling after a railway vehicle falls into a car body comprises the steps of measuring the sag influence of the core disc, and measuring the sag influence of the core disc, wherein the sag influence is equal to e x d/f, wherein e is the length of a towing beam of the towing beam along the length direction of the car body, and f is the length of one side of the core disc, which is in the same direction with the length of the towing beam.
Compared with the prior art, the early warning method for leveling the falling of the railway vehicle has the following advantages and beneficial effects: the method considers the associated influence of the core disc on the inclination of the car body and the sag of the traction beam, respectively superposes the influence on the car body inclination and the sag of the traction beam on the original measurement, forms an early warning algorithm about the inclination of the car body and the sag of the traction beam during maintenance, controls the maintenance data of the car, and improves the qualification rate of the railway car which meets the requirement of the leveling technology after being formed; and the control of absolute size is avoided being carried out on each part, the labor and material cost is saved, the overhaul period is shortened, and the overhaul efficiency is improved.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments of the present invention or the prior art will be briefly described below, and it is obvious that the drawings described below are some embodiments of the present invention, and other drawings can be obtained by those skilled in the art without creative efforts.
Fig. 1 is a flowchart of an embodiment of a method for early warning of leveling when a rail vehicle falls into a road;
FIG. 2 is a schematic diagram illustrating a relationship between a car body and a core disc installation surface in an embodiment of the early warning method for leveling when a rail car falls into a road;
fig. 3 is a schematic view of a relationship between a traction beam and a core plate installation surface in an embodiment of the early warning method for leveling when a rail vehicle falls into a ground.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The front end of a draft sill of the railway vehicle is provided with a car coupler mounting seat used for connecting a car coupler, the rear end of the draft sill is drawn into a sleeper beam and is welded and fixed with the sleeper beam, a core plate bolt is fixed on the sleeper beam and used for supporting a vehicle body, and an interface of a bogie is arranged between two webs of the sleeper beam. Therefore, the flatness of the core plate mounting surface of the core plate relative to the inclination of the track surface can influence the inclination of the vehicle body and the sag of the traction beam, and in view of certain technical requirements on the inclination of the vehicle body and the sag of the traction beam after the vehicle falls into the center plate, the core plate is utilized to influence the inclination of the vehicle body and the sag of the traction beam in a related manner, the size related to the vehicle falling into the vehicle body in the vehicle body overhauling process is controlled, the vehicle body inclination and the sag of the traction beam after the whole vehicle falls into the center plate are pre-warned, and the requirement of falling into the level after the rail vehicle falls into the center plate is met.
Referring to fig. 1, the method for warning of leveling when a rail vehicle falls into a leveling mode according to the present application is shown, and includes two modes: the early warning mode of the vehicle body gradient and the early warning mode of the trailing beam sagging.
Early warning mode of vehicle body gradient
S1: the body inclination a of the rail vehicle is measured.
In S1, the vehicle body inclination a refers to the vehicle body inclination detection performed before the entire vehicle is landed, and has a unit of mm.
S2: an amount of a tilt influence of a center plate of the rail vehicle on a tilt of a vehicle body is estimated.
As described above, the core plate bolts are fixed to the bolster, and the bottom end of the vehicle body is fixed to the core plate, so if the core plate is tilted, the pair will bring the vehicle body to tilt.
Referring to fig. 2, a schematic diagram of the relationship between the vehicle body and the core plate is shown.
A schematic view of the vehicle body and its core disc below the vehicle body is shown in fig. 2.
In order to cancel the vehicle body inclination a, the vehicle body inclination direction in which the vehicle body is inclined is set, and as shown in fig. 2, the vehicle body inclination is represented as + a when the vehicle body is inclined clockwise, and the vehicle body inclination is represented as-a when the vehicle body is inclined counterclockwise.
The flatness b caused by the inclination of the core mounting surface of the core with respect to the track surface influences the inclination of the vehicle body. The flatness b generated by the inclination of the core mounting surface relative to the track surface also includes the inclination direction, namely the inclination direction of the first core, and the size and the direction of the flatness b influence the inclination of the vehicle body.
The flatness b of the center plate is taken into consideration, so that the inclination a of the vehicle body generated by the vehicle body can be balanced, the total inclination of the vehicle body can be reduced, and the inclination direction of the flatness b is set to be opposite to the inclination direction of the vehicle body.
With continued reference to fig. 2, assuming that the hub mounting surface is inclined counterclockwise with "+" with respect to the track surface, clockwise with "-", and the vehicle body is inclined counterclockwise with "-" (the direction of inclination is indicated by the arrow in fig. 2), the vehicle body is inclined clockwise with "+".
In fig. 2, the solid line indicates the state of the vehicle body and the core plate when the core plate mounting surface is not tilted with respect to the track surface, and the broken line indicates the state of the vehicle body and the core plate when the core plate mounting surface is tilted counterclockwise with respect to the track surface.
Note that the length of one side of the center disk mounting surface in the same direction as the width of the vehicle body is n (referred to as the center disk width in mm), and the lateral height of the vehicle body is m (in mm)), and the flatness b (in mm) of the center disk mounting surface with respect to the track surface can be measured, and the flatness is represented as + b when the center disk mounting surface is inclined counterclockwise with respect to the track surface (i.e., the center disk mounting surface is represented by lower left side in fig. 2), and represented as-b when the center disk mounting surface is inclined clockwise with respect to the track surface (i.e., the center disk mounting surface is represented by lower right side in fig. 2).
When the disc mounting surface is tilted counterclockwise with respect to the track surface, the vehicle body is also tilted counterclockwise (in the direction indicated by the arrow in fig. 2), AB = n, BC = + b, DE = m, and depending on the similarity between ABC and DEF, it is known that the tilt influence amount x = m/n × b on the vehicle body tilt when the disc mounting surface is tilted counterclockwise with respect to the track surface.
Similarly, when the disk mounting surface is tilted clockwise with respect to the track surface, the tilt influence amount x = m/n (-b) on the vehicle body tilt is generated.
Steps S1 and S2, as described above, remain relatively independent in data acquisition, and thus the order of S1 and S2 may be reversed.
S3: and acquiring the total inclination of the vehicle body according to the inclination influence quantity and the vehicle body inclination a, and enabling the total inclination of the vehicle body to meet the leveling technical requirement.
As described in S2, having calculated the relevant influence quantity x associated with the vehicle body inclination, the total vehicle body inclination x1= m/n b + (-a) when the chassis is carrying the vehicle body to incline counterclockwise; when the disk drives the vehicle body to tilt clockwise, the total inclination x2= m/n (-b) + a of the vehicle body.
Therefore, the magnitude x3= | m/n × b + a |, where a and b include inclination directions (i.e., positive and negative directions), that is, corresponding to the above, b is positive and a is negative if the core mounting surface is inclined counterclockwise to the track surface, and b is negative and a is positive if the core mounting surface is inclined clockwise to the track surface.
In the technical requirements of leveling of the falling of the railway vehicle, the range size of the total inclination x3 of the vehicle body is required to be specified, and in the application, for example, x3< =18mm needs to be met.
Early warning mode for trailing beam sagging
S1': the trailing beam sag c of the rail vehicle is measured.
In S1', the draft sill sag c refers to the draft sill sag measurement in mm performed before the finished vehicle is dropped.
S2': the amount of sag influence of the center pans of the rail vehicle on the trailing beam sag is estimated.
As described above, the core plate is bolted to the bolster, and the trailing beam rear end is welded into the bolster, the core plate inclination affects the trailing beam sag.
In fact, the trailing beam and the core plate have no direct relationship on the hardware connections, but for convenience of description, a schematic diagram of the relationship between the trailing beam and the core plate is shown in fig. 3 with a schematic diagram.
To counteract the trailing beam sag c, the sag direction in which the trailing beam sags is set, and as shown in fig. 3, the trailing beam sag when the trailing beam sags clockwise is denoted as + c, and the trailing beam sag when the trailing beam sags counterclockwise is denoted as-c.
The flatness d caused by the inclination of the core mounting surface of the core disc relative to the track surface affects the sag of the trailing beam. The flatness d generated by the inclination of the core disc mounting surface relative to the track surface also comprises an inclined direction, namely the inclined direction of the second core disc, and the size and the direction of the flatness d influence the sagging of the traction beam.
The flatness d of the center plate is taken into consideration in order to reduce the total sag of the draft sill by reducing the draft sill sag c caused by the draft sill, and therefore, the inclination direction of the flatness d is set to be opposite to the draft sill sag direction.
With continued reference to fig. 3, assuming that the core mounting face is inclined counterclockwise "+" and clockwise "-" relative to the track surface, the draft sill is sagged counterclockwise "-" (in the direction of the incline shown by the arrow in fig. 3), and the draft sill is sagged clockwise "+".
In fig. 3, the solid line indicates the state of the trailing beam and the core plate when the core plate mounting surface is not tilted with respect to the track surface, and the broken line indicates the state of the trailing beam and the core plate when the core plate mounting surface is tilted counterclockwise with respect to the track surface.
Note that the length of one side of the center disk mounting surface in the same direction as the longitudinal direction of the draft beam is f (referred to as the center disk length in mm), the length of the draft beam is e (in mm)), and the flatness d (in mm) of the center disk mounting surface with respect to the track surface can be measured, and that the flatness is expressed as + d when the center disk mounting surface is inclined counterclockwise with respect to the track surface (i.e., the center disk mounting surface is low on the left side and high on the right side in fig. 3), and the flatness is expressed as-d when the center disk mounting surface is inclined clockwise with respect to the track surface (i.e., the center disk mounting surface is low on the right side and high on the left side in fig. 3).
When the core mounting surface is inclined counterclockwise relative to the track surface, the traction beam is also inclined counterclockwise, A 'B' = F, B 'C' = + D, D 'E' = E, and according to the similarity of the A 'B' C 'and the D' E 'F', the droop influence quantity y = E/F D generated on the droop of the traction beam when the core mounting surface is inclined counterclockwise relative to the track surface can be known.
Similarly, when the disc mounting surface is tilted clockwise with respect to the track surface, the amount of droop influence y = e/f (-d) on the draft sill droop.
Steps S1 'and S2' as described above remain relatively independent in data acquisition, and thus, the order of S1 'and S2' may be reversed.
S3': according to the droop influence quantity and the drooping degree c of the traction beam, the total drooping degree of the traction beam is obtained, and the total drooping degree of the traction beam meets the technical requirement of leveling.
As described in S2', a related influence y associated with the kingpin droop has been calculated, the total tow beam droop y1= e/f d + (-c) when the heart disc drives the tow beam to tilt counterclockwise; the total draft sill inclination y2= e/f (-d) + c as the center plate brings the draft sill to a clockwise tilt.
Thus, the magnitude of the total trailing beam sag, y3= | e/f × d + c |, where c and d both include the direction of tilt (positive or negative), i.e., corresponding to d being positive and c being negative if the core plate mounting surface is tilted counterclockwise relative to the track surface, and d being negative and c being positive if the core plate mounting surface is tilted clockwise relative to the track surface, as described above.
In the technical requirements of leveling falling of railway vehicles, the range size of the total sag size y3 of the traction beam is required to be specified, and in the application, for example, y3< =17mm needs to be met.
The method considers the associated influence of the core disc on the inclination of the car body and the sag of the traction beam, respectively superposes the influence on the car body inclination and the sag of the traction beam on the original measurement, forms an early warning algorithm about the inclination of the car body and the sag of the traction beam during maintenance, controls the maintenance data of the car, and improves the qualification rate of the railway car which meets the requirement of the leveling technology after being formed; and the control of absolute size is avoided being carried out on each part, the labor and material cost is saved, the overhaul period is shortened, and the overhaul efficiency is improved.
Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, but not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.
Claims (9)
1. A rail vehicle falling leveling early warning method is characterized by comprising the following steps:
early warning mode of automobile body gradient:
measuring a body inclination of the rail vehicle;
estimating a tilt influence quantity of a center plate of the rail vehicle on a vehicle body tilt;
acquiring the total inclination of the vehicle body according to the inclination influence quantity and the inclination of the vehicle body, and enabling the total inclination of the vehicle body to meet the leveling technical requirement;
early warning mode of trailing beam sagging:
measuring a draft sill sag of the rail vehicle;
estimating the sag influence quantity of a center plate of the railway vehicle on the sag of a traction beam;
according to the droop influence quantity and the draw beam droop, the total droop of the draw beam is obtained, and the total droop of the draw beam meets the technical requirement of leveling.
2. The early warning method for leveling as claimed in claim 1, wherein in the early warning mode for vehicle body inclination, the vehicle body inclination a includes a vehicle body inclination direction of the vehicle body.
3. The method of warning of leveling as claimed in claim 2 wherein said amount of tilt effect is an amount of influence of a flatness b of a core mounting surface of said core relative to a track surface tilt on a vehicle body tilt, wherein said amount of tilt effect includes a first core tilt direction of said core mounting surface tilt relative to said track surface.
4. The method of pre-warning of leveling as to a rail vehicle landing according to claim 3, wherein the tilt influence magnitude is in a direction consistent with the first reel tilt direction and opposite the body tilt direction.
5. Method for warning of leveling of a falling track vehicle according to claim 4, characterized in that the inclination influence is equal to m x b/n, where m is the lateral height of the car body and n is the length of the side of the reel coinciding with the width of the track vehicle.
6. The method of warning of leveling a railway vehicle that falls into a railroad, as claimed in claim 1, wherein in the warning mode of trailing beam sag, the trailing beam sag c comprises a trailing beam sag direction of the trailing beam.
7. The method of warning of leveling of a railway vehicle drop according to claim 6 wherein said sag affecting amount is an amount of a sag affecting a draft sill at a flatness d of a core plate mounting surface of said core plate inclined relative to a track surface, wherein said sag affecting amount comprises a second core plate inclination direction of said core plate mounting surface inclined relative to the track surface.
8. The method of warning of leveling as claimed in claim 7 wherein the amount of sag effect is in a direction which is in line with the direction of inclination of a second core plate to which the core plate mounting face is inclined relative to the track surface and which is opposite to the direction of sag of the draft sill.
9. The method of claim 8, wherein the amount of sag effect is equal to e x d/f, where e is a trailing beam length of the trailing beam along a length of the car body and f is a length of a side of the center pan in a same direction as the trailing beam length.
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| CN109398411A (en) * | 2018-10-18 | 2019-03-01 | 中铁第四勘察设计院集团有限公司 | A kind of administrative region of a city rolling stock Pyatyi repairs technique |
| CN110803198A (en) * | 2019-11-29 | 2020-02-18 | 中车南京浦镇车辆有限公司 | Rail vehicle derailment detection method based on bogie contour line |
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2020
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH10167061A (en) * | 1996-12-12 | 1998-06-23 | Niigata Eng Co Ltd | Rolling stock with pendulum device |
| US20030075071A1 (en) * | 2001-10-23 | 2003-04-24 | Alstom | Safe rail vehicle tilt control method |
| CN202765004U (en) * | 2012-07-06 | 2013-03-06 | 南车长江车辆有限公司 | Wagon upper center plate assembly |
| CN108892086A (en) * | 2018-07-19 | 2018-11-27 | 宝鸡比优特材料有限公司 | A kind of locomotive traction bar inspection platform and repair method |
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