CN117657223A - Antiskid device and rail vehicle - Google Patents
Antiskid device and rail vehicle Download PDFInfo
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- CN117657223A CN117657223A CN202211026855.2A CN202211026855A CN117657223A CN 117657223 A CN117657223 A CN 117657223A CN 202211026855 A CN202211026855 A CN 202211026855A CN 117657223 A CN117657223 A CN 117657223A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C15/00—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels
- B61C15/04—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels by controlling wheel pressure, e.g. by movable weights or heavy parts or by magnetic devices
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Abstract
The application discloses antiskid device and rail vehicle. The anti-skid device comprises a slip monitoring unit and an electromagnetic coil; the slip monitoring unit is used for monitoring the slip of the railway vehicle; the electromagnetic coil is arranged facing the metal track beam and is electrically connected with the slip monitoring unit, and when the slip monitoring unit monitors that the railway vehicle slips, the voltage or current of the electromagnetic coil is increased, so that the magnetic force of the electromagnetic coil on the metal track beam is increased. Therefore, in the running process of the railway vehicle, the slip monitoring unit can monitor whether the running wheels of the railway vehicle slip in real time, and when the slip monitoring unit monitors that the railway vehicle slips, the voltage or current of the electromagnetic coil is controlled to be increased, so that the friction between the running wheels and the metal track beam can be increased, the slip degree of the running wheels on the metal track beam is weakened, and the abrasion of the running wheels is reduced.
Description
Technical Field
The application relates to the field of rail transit, in particular to an anti-skid device and a rail vehicle.
Background
In the running process of the existing railway vehicle, the shape-moving wheel may slide relative to the metal track beam.
In order to solve the above problems, some railway vehicles are improving the running wheels to add an anti-skid structure on the running wheels. Thus, the running wheel is complex in structure and is additionally worn out greatly.
Disclosure of Invention
In the summary, a series of concepts in simplified form are introduced, which will be further described in detail in the detailed description. The summary of the present application is not intended to define the key features and essential features of the claimed subject matter, nor is it intended to be used to determine the scope of the claimed subject matter.
To at least partially solve the above technical problem, the present application provides an anti-skid device for being disposed on a rail vehicle, the rail vehicle being used for traveling on a metal rail beam, the anti-skid device comprising:
the slip monitoring unit is used for monitoring the slip of the railway vehicle; and
and when the slip monitoring unit monitors that the rail vehicle slips, the voltage or current of the electromagnetic coil is increased, so that the magnetic force of the electromagnetic coil on the metal rail beam is increased.
According to the anti-skid device, in the running process of the railway vehicle, the skid monitoring unit can monitor whether the running wheels of the railway vehicle skid in real time, and when the skid monitoring unit monitors that the railway vehicle skids, the electromagnetic coil is controlled to be electrified to generate a magnetic field, so that magnetic force is generated on the metal track beam, and the pressure of the railway vehicle on the metal track beam is increased; or controlling the voltage or current of the electromagnetic coil to increase so as to increase the magnetic induction intensity of the magnetic field generated by the electromagnetic coil, thereby increasing the magnetic force on the metal track beam and further increasing the pressure of the railway vehicle on the metal track beam; in this way, the friction between the running wheel and the metal track beam can be increased to reduce the degree of skidding of the running wheel on the metal track beam, thereby reducing the wear of the running wheel. In addition, the running wheel does not need to be refitted, and the structure of the running wheel is simple.
Optionally, the slip monitoring unit includes:
a controller;
the navigation module is electrically connected with the controller, and is used for collecting first position information of the railway vehicle at a first time point and sending the first position information to the controller, and is also used for collecting second position information of the railway vehicle at a second time point and sending the second position information to the controller;
the revolution counter is electrically connected with the controller, and is used for collecting the information of the number of turns of the running wheel of the railway vehicle from the first time point to the second time point and sending the information of the number of turns to the controller;
the controller calculates first travel distance information of the railway vehicle according to the received first position information and second position information, calculates second travel distance information of the railway vehicle according to the received rotation number information, compares the first travel distance information with the second travel distance information, and judges that the railway vehicle slips when the absolute value of the difference value between the first travel distance information and the second travel distance information is larger than a first set value.
Optionally, the controller calculates first travel distance information of the railway vehicle according to the received first position information and the second position information, and adopts the following formula:
wherein l 1 Is first travel distance information; r is (r) 1 Is the average radius of the earth; θ 0 Longitude as the first location; lambda (lambda) 0 Latitude for the first location; θ 1 Longitude as the second location; lambda (lambda) 1 Is the latitude of the second location; delta is the error constant.
Optionally, the controller calculates second driving distance information of the railway vehicle according to the received rotation number information, and the following formula is adopted:
l 2 ＝n 1 ×2×π×r 2
wherein l 2 Is the second travel distance information; n is n 1 Is rotation number information; r is (r) 2 Radius for the running wheel 150.
Optionally, the slip monitoring unit includes:
a controller;
the navigation module is electrically connected with the controller and is used for acquiring first speed information of the railway vehicle and sending the first speed information to the controller;
the rotating speed sensor is electrically connected with the controller and is used for acquiring rotating speed information of the running wheels of the railway vehicle and sending the rotating speed information to the controller;
the controller calculates second speed information according to the received rotating speed information, compares the first speed information with the second speed information, and judges that the rail vehicle slips when the absolute value of the difference value between the first speed information and the second speed information is larger than a second set value.
Optionally, the anti-skid device further comprises a voltage transformation assembly for electrical connection to a power source of the rail vehicle, the voltage transformation assembly being electrically connected to the electromagnetic coil and the slip monitoring unit.
The invention also provides a rail vehicle comprising:
a bogie member;
a running wheel connected to the bogie member; and
the anti-skid device.
According to the railway vehicle, the railway vehicle comprises the anti-skid device, the skid monitoring unit can monitor whether the running wheels of the railway vehicle skid in real time in the running process of the railway vehicle, and when the skid monitoring unit monitors that the railway vehicle skid, the electromagnetic coil is controlled to be electrified to generate a magnetic field, so that magnetic force is generated on the metal rail beam, and the pressure of the railway vehicle on the metal rail beam is increased; or controlling the voltage or current of the electromagnetic coil to increase so as to increase the magnetic induction intensity of the magnetic field generated by the electromagnetic coil, thereby increasing the magnetic force on the metal track beam and further increasing the pressure of the railway vehicle on the metal track beam; in this way, the friction between the running wheel and the metal track beam can be increased to reduce the degree of skidding of the running wheel on the metal track beam, thereby reducing the wear of the running wheel. In addition, the running wheel does not need to be refitted, and the structure of the running wheel is simple.
Optionally, the electromagnetic coil is connected to the bogie member.
Optionally, the bogie frame comprises a connection portion to which the running wheel is connected and to which the electromagnetic coil is connected.
Optionally, the electromagnetic coil is located below the connection portion.
Optionally, the projection of the electromagnetic coil on the projection plane perpendicular to the height direction of the bogie member and the projection of the metal track beam on the projection plane overlap at least partially.
Optionally, the number of the running wheels is two, the electromagnetic coil is located between the two running wheels, along the axial direction of the running wheels, a projection part of the electromagnetic coil is at least partially overlapped with a projection of one metal track beam corresponding to one running wheel, and another projection part of the electromagnetic coil is at least partially overlapped with a projection of another metal track beam corresponding to the other running wheel.
Drawings
In order that the advantages of the invention will be readily understood, a more particular description of the invention briefly described above will be rendered by reference to specific embodiments that are illustrated in the appended drawings. Understanding that these drawings depict only typical embodiments of the application and are not therefore to be considered to be limiting of its scope, the application will be described and explained with additional specificity and detail through the use of the accompanying drawings.
FIG. 1 is a schematic front view of a rail vehicle provided with anti-skid devices according to a preferred embodiment of the present application placed on a metal rail beam;
fig. 2 is a schematic connection diagram of the anti-skid device of fig. 1; and
fig. 3 is a schematic workflow diagram of the anti-skid device of fig. 1.
Description of the reference numerals
110: slip monitoring unit 111: navigation module
112: revolution counter 120: transformer assembly
130: electromagnetic coil 140: controller for controlling a power supply
150: traveling wheel 160: wheel axle
170: bogie member 171: connecting part
180: metal rail beam 190: power supply
Detailed Description
In the following description, numerous specific details are set forth in order to provide a more thorough understanding of the present application. However, it will be apparent to one skilled in the art that embodiments of the present application may be practiced without one or more of these details. In other instances, some features that are well known in the art have not been described in order to avoid obscuring the embodiments of the present application.
Preferred embodiments of the present application will be described below with reference to the accompanying drawings. It should be noted that the terms "upper," "lower," and the like are used herein for purposes of illustration only and not limitation.
Herein, ordinal words such as "first" and "second" cited in the present application are merely identifiers and do not have any other meaning, such as a particular order or the like.
In order to provide a thorough understanding of the embodiments of the present application, a detailed structure will be presented in the following description. It will be apparent that embodiments of the present application may be practiced without limitation to the specific details that are set forth by those skilled in the art. Preferred embodiments of the present application are described in detail below, however, the present application may have other embodiments in addition to these detailed descriptions.
First embodiment
The application provides an anti-skid device. The anti-skid device can be used for rail vehicles. As shown in fig. 1, the rail vehicle includes a bogie. The bogie comprises a bogie member 170, running wheels 150 and an axle 160. The rail vehicle may travel on a metal rail beam 180. The anti-skid device monitors the rail vehicle during running and further determines whether the running wheels 150 of the rail vehicle skid. If the anti-skid device determines that the running wheels 150 of the rail vehicle are slipping (i.e., the rail vehicle is slipping), a magnetic field is generated. The anti-slip device generating the magnetic field generates a magnetic force to the metal rail beam 180 that attracts the metal rail beam 180 to increase the pressure of the running wheel 150 against the metal rail beam 180, thereby increasing the friction between the running wheel 150 and the metal rail beam 180 to reduce the degree of slipping of the running wheel 150 on the metal rail beam 180 until the running wheel 150 does not slip (i.e., the rail vehicle does not slip).
If the running wheel 150 is still slipping in the case where the anti-slip device has generated a magnetic field, the magnetic induction of the magnetic field is enhanced to increase the above-described magnetic force, thereby increasing the friction between the running wheel 150 and the metal rail beam 180 to reduce the degree of slipping of the running wheel 150 on the metal rail beam 180.
As shown in fig. 1 and 2, the anti-slip device includes a slip monitoring unit 110. The slip monitoring unit 110 is provided to the railway vehicle. The slip monitoring unit 110 can monitor the rail vehicle in real time during the running of the rail vehicle to monitor whether the rail vehicle slips. The slip monitoring unit 110 includes a controller 140.
The anti-skid device also includes a power source 190, a transformer assembly 120, a solenoid 130, and a coil mount (not shown). The power supply 190 may be provided to the rail vehicle. The power supply 190 may be an on-board power supply for powering the movement of the rail vehicle and for powering the powered device of the rail vehicle. The power supply 190 may be connected to the bogie member 170 or the body of the rail vehicle. The solenoid 130 is fixedly connected to the coil mount. The electromagnetic coil 130 is disposed facing the metal track beam 180. Both the transformer assembly 120 and the coil mount may be connected to the bogie member 170 of the rail vehicle. The power supply 190 is electrically connected to the transformer assembly 120 through wires to provide power to the transformer assembly 120.
The transformer assembly 120 may be a prior art transformer. The transformer assembly 120 may be electrically connected to the electromagnetic coil 130 by wires for delivering electrical energy to the electromagnetic coil 130. The channel wires of the transformer assembly 120 are electrically connected to the controller 140, so as to receive a control signal from the controller 140, and dynamically adjust the output voltage or the output current according to the control signal. That is, the controller 140 can transmit a control signal to the transforming assembly 120 to control the transforming assembly 120 to transmit the electric power to the electromagnetic coil 130, and to control the magnitude of the voltage or current of the electric power transmitted from the transforming assembly 120 to the electromagnetic coil 130.
After the electromagnetic coil 130 is energized, the electromagnetic coil 130 is capable of generating a magnetic field. The magnitude of the magnetic induction strength of the magnetic field generated by the electromagnetic coil 130 is proportional to the magnitude of the voltage of the electric energy supplied to the electromagnetic coil 130. The greater the voltage of the electrical energy, the greater the field strength of the magnetic field. The smaller the voltage of the electric energy, the smaller the field strength of the magnetic field.
Specifically, the strength of the magnetic field can be determined by the following formula (one).
The formula (I) is:
wherein H is the magnetic induction strength of the magnetic field, R is the resistance value of the electromagnetic coil 130, V 1 For the voltage value across the electromagnetic coil 130, L is the total length of the wire of the electromagnetic coil 130, and N is the number of turns of the electromagnetic coil 130.
It will be appreciated that the current and voltage due to the solenoid 130 are proportional. Accordingly, the magnitude of the induction intensity of the magnetic field generated by the electromagnetic coil 130 is proportional to the magnitude of the current of the electric power supplied to the electromagnetic coil 130. The greater the current of the electrical energy, the greater the field strength of the magnetic field. The smaller the current of the electric energy, the smaller the field strength of the magnetic field.
When the slip monitoring unit 110 monitors that the rail vehicle is slipping without generating a magnetic field by the electromagnetic coil 130, the slip monitoring unit 110 controls the voltage transforming assembly 120 to supply power to the electromagnetic coil 130 through the controller 140, so that the electromagnetic coil 130 is powered (voltage or current is increased from 0 to a predetermined value) to generate a magnetic field, thereby causing the electromagnetic coil 130 to attract the metal rail beam 180.
If the slip monitoring unit 110 monitors that the rail vehicle is slipping under the condition that the electromagnetic coil 130 has generated a magnetic field, the slip monitoring unit 110 can also control the output power of the voltage transformation assembly 120 through the controller 140 to control the voltage or current of the electromagnetic coil 130 to increase, so that the magnetic induction intensity of the magnetic field generated by the electromagnetic coil 130 is increased, and the magnetic force of the electromagnetic coil 130 to the metal rail beam 180 is increased.
In this embodiment, during the running process of the rail vehicle, the slip monitoring unit 110 can monitor in real time whether the running wheels 150 of the rail vehicle slip, and when the slip monitoring unit 110 monitors that the rail vehicle slips, the electromagnetic coil 130 is controlled to be powered on to generate a magnetic field, so as to generate magnetic force on the metal rail beam 180, and further increase the pressure of the rail vehicle on the metal rail beam 180; or controlling the voltage or current of the electromagnetic coil 130 to increase so as to increase the magnetic induction intensity of the magnetic field generated by the electromagnetic coil 130, thereby increasing the magnetic force to the metal track beam 180 and further increasing the pressure of the railway vehicle to the metal track beam 180; in this way, the friction between the running wheel 150 and the metal rail beam 180 may be increased to reduce the degree of slipping of the running wheel 150 on the metal rail beam 180, thereby reducing wear of the running wheel. In addition, the running wheel does not need to be refitted, and the structure of the running wheel is simple.
Preferably, the slip monitoring unit 110 comprises a navigation module 111. The navigation module 111 may be a GPS locator or a beidou locator. The navigation module 111 is configured to be disposed on a rail vehicle. The controller 140 is electrically connected to the navigation module 111. The navigation module 111 is a high-precision navigation module with positioning precision less than 1 m. The navigation module 111 is used for collecting the longitude and latitude of the railway vehicle with the antiskid device in real time.
Along the extending direction of the metal rail beam 180, the rail vehicle moves from a first position (the position of the rail vehicle at the first time point) to a second position (the position of the rail vehicle at the second time point) from the first time point to a second time point located after a predetermined sampling period at the first time point. The navigation module 111 collects first location information representing the longitude and latitude of a first location at a first point in time. The navigation module 111 collects second location information representing the latitude and longitude of the second location at a second point in time. The navigation module 111 sends the first location information and the second location information to the controller. The controller 140 calculates first travel distance information of the railway vehicle based on the first position information and the second position information. The predetermined sampling period may be set as desired. The range of the predetermined sampling period is small. For example, the predetermined sampling time period is greater than 0s and less than 10s.
Preferably, the first travel distance information of the rail vehicle moving from the first position to the second position may be determined by the following formula two.
The formula (II) is:
wherein l 1 For the first travel distance signalExtinguishing; r is (r) 1 Is the average radius of the earth; θ 0 Longitude as the first location; lambda (lambda) 0 Latitude for the first location; θ 1 Longitude as the second location; lambda (lambda) 1 Is the latitude of the second location; delta is the error constant (which can be determined experimentally). Thus, the first travel distance information can be determined more accurately.
It will be appreciated that in an embodiment not shown, the first travel distance information for a rail vehicle moving from a first location to a second location may also be determined by providing a prior art navigation system.
Preferably, the slip monitoring unit 110 further comprises a revolution counter 112. The controller 140 is electrically connected to the revolution counter 112. The revolution counter 112 is for connection to a running wheel 150 or an axle 160 of a rail vehicle for collecting turn information representing the number of revolutions of the running wheel 150. The revolution counter 112 transmits the revolution number information to the controller 140.
The revolution counter 112 collects revolution number information indicating the number of revolutions of the running wheel 150 when the railway vehicle moves from the first position to the second position. I.e. revolution counter 112 counts the total number of revolutions of running wheel 150 in the period of time between the first point in time and the second point in time.
The controller 140 may calculate second travel distance information of the railway vehicle based on the turn number information.
Preferably, the second travel distance information of the rail vehicle moving from the first position to the second position may be determined by the following formula (iii).
The formula (III) is:
l 2 ＝n 1 ×2×π×r 2
wherein l 2 Is the second travel distance information; n is n 1 Is rotation number information; r is (r) 2 Radius for the running wheel 150.
The controller 140 may make a difference between the first travel distance information and the second travel distance information to compare the first travel distance information and the second travel distance information. When the absolute value of the difference is greater than the first set value, the controller 140 determines that the running wheel 150 is slipping. It should be noted that the first setting value may be set as needed. For example, the first set point is increased by an error constant value.
In the case that the absolute value of the difference is less than or equal to the first set value, the controller 140 determines that the running wheel 150 does not slip.
Preferably, during the running of the railway vehicle in the extending direction of the metal rail beam 180, the working steps of the anti-skid device include:
if it is determined that the running wheel 150 is slipping, a step of pressurizing is performed, and then it is re-determined whether the running wheel 150 is slipping.
If it is determined that the running wheel 150 does not slip, the depressurizing step is performed, and then it is re-determined whether the running wheel 150 slips.
A step of boosting, which increases the present voltage value or the present current value of the electromagnetic coil 130 by a predetermined increase value.
The step of reducing the voltage, the step of reducing the current voltage or the current value by a predetermined reduction value after the solenoid 130 is kept at the current voltage value for a predetermined holding time.
If the controller 140 determines that the running wheel 150 is slipping, the voltage transformation assembly 120 is controlled by the control signal, so that the current voltage or current of the electric energy transmitted to the electromagnetic coil 130 by the voltage transformation assembly 120 is increased by a predetermined increase value, thereby increasing the friction between the running wheel 150 and the metal track beam 180 to weaken the slipping degree of the running wheel 150 on the metal track beam 180. After the boosting step, the controller continues to determine whether the running wheel 150 is slipping. If the running wheel 150 is still slipping, the step of pressurizing continues until the running wheel 150 is not slipping. If the running wheel 150 does not slip, a depressurizing step is performed.
If the controller 140 determines that the running wheel 150 does not slip when the current voltage value of the electromagnetic coil 130 is greater than 0V, the voltage transformation assembly 120 is controlled by the control signal, so that the current voltage value or the current value is reduced by a predetermined reduction value after the current voltage value of the electric energy transmitted to the electromagnetic coil 130 by the voltage transformation assembly 120 is maintained for a predetermined maintaining period. After the depressurizing step, the controller continues to determine whether the running wheel 150 is slipping. If the running wheel 150 does not slip, the step of reducing pressure continues until the current voltage value of the solenoid 130 is 0. If the running wheel 150 slips, a boosting step is performed. Thus, the energy consumption of the solenoid 130 can be reduced without slipping the running wheel 150. In the case where the current voltage value of the electromagnetic coil 130 is 0V, the current voltage value of the battery coil 130 cannot be reduced if the rail vehicle does not slip.
The predetermined increase value and the predetermined decrease value may be set as needed. The predetermined increase value and the predetermined decrease value may be the same or different.
Specifically, as shown in fig. 3, in the process of the rail vehicle traveling along the extending direction of the metal rail beam 180, the working method of the anti-slip device includes steps S1, S2 and S3.
And S1, judging whether the rail vehicle slips or not.
Step S2, if the rail vehicle slips, the current voltage value or the current value of the electromagnetic coil 130 is increased by a preset increment value, and the step S1 is executed.
And S3, if the rail vehicle does not slip, enabling the electromagnetic coil to keep the current voltage value for a preset keeping time, enabling the current voltage value or the current value to be reduced by a preset reduction value, and returning to the step S1.
Thus, when the running wheel 150 slips, the voltage value of the solenoid 130 is gradually increased until the running wheel 150 does not slip. Then, on the premise that the running wheel 150 does not slip, the voltage value of the electromagnetic coil 130 is gradually reduced, so that the slip degree of the running wheel 150 is gradually reduced until the current voltage value of the electromagnetic coil 130 is 0 and the running wheel 150 does not slip.
It should be noted that, during the running process of the rail vehicle, if the running wheel 150 does not slip, the controller executes step S1 every predetermined judgment time interval to judge whether the running wheel 150 slips. The predetermined holding time period and the predetermined judgment time period may be set as needed. The predetermined judgment time period may be the same as or different from the predetermined holding time period.
The present application also provides a bogie. As shown in fig. 1, the bogie comprises a bogie member 170, running wheels 150, axles 160 and the aforementioned anti-skid device. The running wheels 150 are connected to a bogie member 170 by an axle 160.
In this embodiment, the bogie includes the anti-slip device, and in the running process of the rail vehicle, the slip monitoring unit 110 can monitor in real time whether the running wheels 150 of the rail vehicle slip, and when the slip monitoring unit 110 monitors that the rail vehicle slips, the electromagnetic coil 130 is controlled to be electrified to generate a magnetic field, so as to generate magnetic force on the metal rail beam 180, and further increase the pressure of the rail vehicle on the metal rail beam 180; or controlling the voltage or current of the electromagnetic coil 130 to increase so as to increase the magnetic induction intensity of the magnetic field generated by the electromagnetic coil 130, thereby increasing the magnetic force to the metal track beam 180 and further increasing the pressure of the railway vehicle to the metal track beam 180; in this way, the friction between the running wheel 150 and the metal rail beam 180 may be increased to reduce the degree of slipping of the running wheel 150 on the metal rail beam 180, thereby reducing wear of the running wheel 150. In addition, the running wheel 150 does not need to be modified, and the running wheel 150 is simple in structure.
Preferably, referring back to fig. 1, the coil mount is connected to the bogie member 170. Thereby, the electromagnetic coil 130 is firmly mounted.
The bogie member 170 includes a connection portion 171. The running wheel 150 is connected to the connection 171 through the axle 160. The coil mount is connected to the connection portion 171. Thereby, the electromagnetic coil 130 can be as close as possible to the running wheel 150, and thus to the metal track beam 180 carrying the running wheel 150, in the axial direction of the axle 160. Thus, the magnetic force of the electromagnetic coil 130 to the metal track beam 180 is large.
The electromagnetic coil 130 is located below the connection portion 171. Thereby, the electromagnetic coil 130 can be located as close to the metal track beam 180 as possible in the height direction of the bogie member 170. Thus, the magnetic force of the electromagnetic coil 130 to the metal track beam 180 is large.
The projection of the electromagnetic coil 130 on the projection plane coincides with at least part of the projection of the metal track beam 180 on the projection plane. The projection plane is perpendicular to the height direction of the bogie member 170. Thereby, the electromagnetic coil 130 can be located as close to the metal track beam 180 as possible. Thus, the magnetic force of the electromagnetic coil 130 to the metal track beam 180 is large.
Preferably, the number of running wheels 150 is two. The number of metal track beams 180 is two. Two metal track beams 180 are provided in one-to-one correspondence with two running wheels 150. The running wheels 150 roll on their corresponding metal track beams 180. The solenoid 130 is located between two running wheels 150. A portion of the projection of the solenoid 130 onto the projection surface and a projection of a metal track beam 180 onto the projection surface overlap at least partially. The projection of the other part of the electromagnetic coil 130 on the projection plane and the projection of the other metal track beam 180 on the projection plane at least partly overlap. Thus, the pair of magnetic fields of the electromagnetic coil 130 and the two metal rail beams 180 respectively contacting the two running wheels 150 generate magnetic force, and the running wheels can be more effectively prevented from slipping.
Second embodiment
In a second embodiment, a navigation module is used to collect first speed information of a rail vehicle that is representative of a speed of the rail vehicle. The navigation module sends the first speed information to the controller. The slip monitoring unit 110 includes a rotational speed sensor. The rotation speed sensor is electrically connected with the controller through a wire. The speed sensor is connected to a running wheel or axle of the rail vehicle for acquiring speed information indicative of the speed of the running wheel of the rail vehicle. The rotation speed sensor sends rotation speed information to the controller.
The controller calculates second speed information based on the rotational speed information. The controller makes a difference between the first speed information and the second speed information to compare the first speed information and the second speed information. The controller judges that the rail vehicle slips when the absolute value of the difference between the first speed information and the second speed information is greater than a second set value. The second set value may be set as needed. For example, the second set point may be a value that increases the error constant.
Preferably, the second speed information may be determined by formula four. The fourth formula is:
V 2 ＝n 2 ×2×π×r 2
wherein V is 2 Is the second speed information; n is n 2 The rotating speed information of the travelling wheel is obtained; r is (r) 2 Is the radius of the running wheel.
Other arrangements of the second embodiment are substantially the same as those of the first embodiment, and will not be described here.
The application also provides a rail vehicle. The rail vehicle comprises the bogie described above.
In this embodiment, the rail vehicle includes the aforementioned bogie, the bogie includes the aforementioned anti-slip device, during the running process of the rail vehicle, the slip monitoring unit 110 can monitor in real time whether the running wheels 150 of the rail vehicle slip, and when the slip monitoring unit 110 monitors that the rail vehicle slips, the electromagnetic coil 130 is controlled to be electrified to generate a magnetic field, so as to generate a magnetic force on the metal rail beam 180, and further increase the pressure of the rail vehicle on the metal rail beam 180; or controlling the voltage or current of the electromagnetic coil 130 to increase so as to increase the magnetic induction intensity of the magnetic field generated by the electromagnetic coil 130, thereby increasing the magnetic force to the metal track beam 180 and further increasing the pressure of the railway vehicle to the metal track beam 180; in this way, the friction between the running wheel 150 and the metal rail beam 180 may be increased to reduce the degree of slipping of the running wheel 150 on the metal rail beam 180, thereby reducing wear of the running wheel 150. In addition, the running wheel 150 does not need to be modified, and the running wheel 150 is simple in structure.
The present application has been illustrated by the above-described embodiments, but it should be understood that the above-described embodiments are for purposes of illustration and description only and are not intended to limit the present application to the scope of the described embodiments. Further, it will be understood by those skilled in the art that the present application is not limited to the above-described embodiments, and that many variations and modifications are possible in light of the teachings of the present application, which variations and modifications are within the scope of what is claimed herein. The scope of protection of the present application is defined by the appended claims and their equivalents.
Unless defined otherwise, technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing particular implementations only and is not intended to be limiting of the present application. Terms such as "component" as used herein may refer to either a single part or a combination of parts. Terms such as "mounted," "disposed," and the like as used herein may refer to one component being directly attached to another component or to one component being attached to another component through an intermediary. Features described herein in one embodiment may be applied to another embodiment alone or in combination with other features unless the features are not applicable or otherwise indicated in the other embodiment.
Claims (12)
1. An anti-skid device for being provided in a rail vehicle for traveling on a metal rail beam, the anti-skid device comprising:
the slip monitoring unit is used for monitoring the slip of the railway vehicle; and
and the electromagnetic coil is arranged facing the metal track beam and is electrically connected with the slip monitoring unit, and when the slip monitoring unit monitors that the railway vehicle slips, the voltage or current of the electromagnetic coil is increased, so that the magnetic force of the electromagnetic coil on the metal track beam is increased.
2. The anti-skid device of claim 1, wherein the slip monitoring unit comprises:
a controller;
the navigation module is electrically connected with the controller, and is used for acquiring first position information of the railway vehicle at a first time point and sending the first position information to the controller, and is also used for acquiring second position information of the railway vehicle at a second time point and sending the second position information to the controller;
the revolution counter is electrically connected with the controller and is used for collecting the information of the number of turns of the running wheels of the railway vehicle from the first time point to the second time point and sending the information of the number of turns to the controller;
the controller calculates first travel distance information of the railway vehicle according to the received first position information and the second position information, calculates second travel distance information of the railway vehicle according to the received rotation number information, compares the first travel distance information with the second travel distance information, and judges that the railway vehicle slips when the absolute value of the difference value between the first travel distance information and the second travel distance information is larger than a first set value.
3. The antiskid device according to claim 2, wherein the controller calculates first travel distance information of the railway vehicle from the received first position information and second position information using the following formula:
wherein l 1 For the first travel distance information; r is (r) 1 Is the average radius of the earth; θ 0 Longitude as the first location; lambda (lambda) 0 Latitude for the first location; θ 1 Longitude as the second location; lambda (lambda) 1 Is the latitude of the second location; delta is the error constant.
4. The anti-skid device according to claim 3, wherein the controller calculates the second travel distance information of the railway vehicle from the received rotation number information using the following formula:
l 2 ＝n 1 ×2×π×r 2
wherein l 2 The second driving distance information; n is n 1 Is rotation number information; r is (r) 2 Radius for the running wheel 150.
5. The anti-skid device of claim 1, wherein the slip monitoring unit comprises:
a controller;
the navigation module is electrically connected with the controller and is used for acquiring first speed information of the railway vehicle and sending the first speed information to the controller;
the rotating speed sensor is electrically connected with the controller and is used for collecting rotating speed information of the running wheels of the railway vehicle and sending the rotating speed information to the controller;
and the controller calculates second speed information according to the received rotating speed information, compares the first speed information with the second speed information, and judges that the railway vehicle slips when the absolute value of the difference value between the first speed information and the second speed information is larger than a second set value.
6. The anti-skid device of any one of claims 1 to 5, further comprising a voltage transformation assembly for electrical connection to a power source of the rail vehicle, the voltage transformation assembly electrically connecting the electromagnetic coil and the slip monitoring unit.
7. A rail vehicle, the rail vehicle comprising:
a bogie member;
a running wheel connected to the bogie member; and
the anti-skid device according to any one of claims 1 to 6.
8. The railway vehicle of claim 7, wherein the electromagnetic coil is connected to the bogie member.
9. The railway vehicle of claim 8, wherein the truck member comprises a connection to which the running wheel is connected and to which the electromagnetic coil is connected.
10. The rail vehicle of claim 9, wherein the electromagnetic coil is located below the connection.
11. The railway vehicle of claim 7, wherein a projection of the electromagnetic coil on a projection plane perpendicular to a height direction of the bogie member and a projection of the metal track beam on the projection plane at least partially overlap.
12. The rail vehicle of claim 11, wherein the number of running wheels is two, the electromagnetic coil is located between the two running wheels, the projected portion of the electromagnetic coil at least partially overlaps the projection of one of the metal rail beams corresponding to one of the running wheels, and the projected portion of the electromagnetic coil at least partially overlaps the projection of the other of the metal rail beams corresponding to the other of the running wheels in the axial direction of the running wheels.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211026855.2A CN117657223A (en) | 2022-08-25 | 2022-08-25 | Antiskid device and rail vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211026855.2A CN117657223A (en) | 2022-08-25 | 2022-08-25 | Antiskid device and rail vehicle |
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| Publication Number | Publication Date |
|---|---|
| CN117657223A true CN117657223A (en) | 2024-03-08 |
Family
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202211026855.2A Pending CN117657223A (en) | 2022-08-25 | 2022-08-25 | Antiskid device and rail vehicle |
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| Country | Link |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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