Rail transit turnout control fault intelligent detector
The intelligent detector for turnout control faults in rail transit uses laser sensors and contact sensors to automatically detect the fit and height difference of turnouts, solving the problems of low efficiency and poor accuracy of manual detection, and realizing automatic continuous detection and intuitive fault marking.
Patent Information
- Application Number
- CN202511160443.1
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-08-19
- Publication Date
- 2025-11-04
- Estimated Expiration
- Not applicable · inactive patent
AI Technical Summary
In the current fault detection of rail transit turnouts, manual inspection is inefficient and its accuracy is difficult to guarantee. In particular, it is easy to miss or misdetect due to factors such as light, fatigue and operating procedures.
A smart detector for turnout control faults in rail transit is adopted. It uses laser sensors and contact sensors to automatically detect the turnout's fit and height difference, and uses visible and audible signals as feedback, combined with dual-color marking to mark faults.
It enables automatic continuous detection, reduces the intermittent nature of manual detection, and improves the accuracy and efficiency of detection. The visual dual-color marking simplifies the identification and repair of fault types.
Smart Images
Figure CN120886883A_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The present application relates to the technical field of rail transit equipment, in particular to a rail transit turnout control fault intelligent detector. BACKGROUND
[0002] At present, when detecting rail transit turnout and track faults, measuring equipment for monitoring the line is usually used, which includes a rail transit turnout control fault intelligent detector. However, during the use of the rail transit turnout control fault intelligent detector, the following problems need to be solved urgently: Firstly, in the prior art, the butt joint state detection of the turnout frog and the basic rail depends on manual inspection: the detection personnel need to walk along the track, observe the fitting condition segment by segment, measure the height difference with a tool, and need to stop operation for each detected section, which cannot realize continuous operation.
[0003] Secondly, in the prior art, the fitting degree detection depends on manual visual observation of the fitting surface of the frog and the basic rail, which is affected by light (such as backlight, shadow), fatigue of the detection personnel, experience difference, etc., and is prone to missed detection and false detection; and the height difference detection depends on manual measurement with a plug gauge, which needs manual judgment of whether it is out of standard, and also has false judgment due to non-standard operation. Therefore, a rail transit turnout control fault intelligent detector is proposed. SUMMARY
[0004] The present application aims to provide a rail transit turnout control fault intelligent detector to solve the problems in the background art.
[0005] To achieve the above-mentioned purpose, the present application provides the following technical scheme: a rail transit turnout control fault intelligent detector, comprising a plurality of sleepers, a basic rail A, a basic rail B and a basic rail C are respectively fixedly connected on the sleepers, two frogs are fixedly connected on the sleepers, a switch is arranged on one side of the sleeper, four transmission connecting rods are fixedly connected on the switch, a fault detection assembly comprises a railway inspection car, the railway inspection car is arranged on the basic rail A, a handle is fixedly connected on the railway inspection car, two side wheels are symmetrically installed on the bottom of one side of the railway inspection car, a plurality of bottom wheels are arranged on the side of the railway inspection car close to the basic rail A (12), an electric telescopic rod is fixedly connected on the side of the railway inspection car away from the handle, the extension shaft end of the electric telescopic rod faces upward, the extension shaft end of the electric telescopic rod is fixedly connected with a top plate, two guide rods are symmetrically slidably connected on the top plate, a bottom plate is rotatably connected at the bottom ends of the two guide rods, and a spring is sleeved on each of the two guide rods.
[0006] Furthermore, the bottom of the base plate is symmetrically connected to two detection wheels, the bottom of the base plate is symmetrically fixed to two top sleeve plates, the top of the base plate is symmetrically fixed to two bottom abutment plates, the bottom of each of the two top sleeve plates has a groove, and multiple contact sensors are evenly arranged in the grooves of each of the two top sleeve plates. The base plate has an observation slot, the bottom of the top plate is fixedly connected to a laser sensor, the bottom of the top plate is symmetrically fixed to two nozzles, the bottom of each of the two nozzles is fixedly connected to multiple rubber nozzles in a linear array, the top of the top plate is fixedly connected to a paint box, the top of the paint box is snapped with a box cover, the top of the box cover is symmetrically fixedly connected to two air pumps, and the handlebars are fixedly connected to an operation panel.
[0007] Furthermore, the two side wheels and multiple bottom wheels are all installed on the railway inspection vehicle via servo motors, and the bottom of the railway inspection vehicle is equipped with L-shaped locking blocks.
[0008] Furthermore, the servo motors, electric telescopic rods, and air pumps connected to the two side wheels and multiple bottom wheels are all electrically connected to the control panel, as are the contact sensors and laser sensors.
[0009] Furthermore, the electric telescopic pole is installed at the center of the railway inspection vehicle, and both ends of the top and bottom plates are symmetrically arranged with the electric telescopic pole as the center. The laser sensor is located at the center of the top plate, and the observation slot is opened at the center of the bottom plate.
[0010] Furthermore, the control panel includes a screen for displaying visible signals and a signal player for playing audible signals.
[0011] Furthermore, the two ends of the spring are fixedly connected to the bottom surface of the top plate and the bottom end of the guide rod, respectively.
[0012] Furthermore, the two nozzles are symmetrically arranged around the laser sensor, with the bottom ends of both nozzles extending towards each other. The rubber nozzle is divided by multiple tangents radiating outward from the center, dividing the central part of the rubber nozzle into multiple triangular lobes.
[0013] Furthermore, the paint box is equipped with two paint chambers with top openings. The two paint chambers are connected to the interior of two spray pipes, and the two paint chambers are filled with paints of different colors. The blowing and suction ends of two air pumps are connected to the two paint chambers of the paint box, respectively.
[0014] Furthermore, the laser sensor and the two nozzles are located directly above the observation slot.
[0015] Compared with the prior art, the beneficial effects of the present invention are: Firstly: In existing technologies, manual inspection requires pausing at intervals, leading to work interruptions and extremely low efficiency.
[0016] And through the operation of the fault detection component, the designed track inspection vehicle can automatically and continuously move, detect the adhesion and height difference, and remind the inspection personnel through visible signals and audible signals, and mark different color linear pigments visible signals, which are synchronized with the moving process without stopping, solving the discontinuity limitation of manual detection and realizing the continuous operation mode of moving and detecting.
[0017] Secondly, in the prior art, manual visual observation and manual measurement are affected by light, fatigue, operation specification, etc., and the accuracy is difficult to guarantee.
[0018] And through the operation of the fault detection component, the laser sensor replaces the human eye observation of the adhesion surface, avoiding subjective interference such as light and fatigue; at the same time, the physical tilt triggers the contact sensor, effectively reducing the possibility of missed detection and misjudgment.
[0019] Thirdly, Through the operation of the fault detection component, the visible signal marking of double-color distinction directly visualizes the fault type of the track transit, and cooperates with the precision of marking the visible signal position, so that the subsequent inspection personnel do not need to rejudge the fault type, and can directly carry out special repair on the marked point. BRIEF DESCRIPTION OF DRAWINGS
[0020] Figure 1 is a schematic diagram of the overall device of the present application; Figure 2 is a top view schematic diagram of the overall device of the present application; Figure 3 is a position schematic diagram of the basic track A, the railway inspection vehicle, the side wheel and the like structure; Figure 4 is a schematic diagram of the present application Figure 3 is an enlarged schematic diagram of A in the present application; Figure 5 is a sectional view schematic diagram of the side wheel, the basic track A and the like structure of the present application; Figure 6 is a schematic diagram of the present application Figure 5 is an enlarged schematic diagram of B in the present application; Figure 7 is a partial sectional view schematic diagram of the railway inspection vehicle of the present application; Figure 8 is a schematic diagram of the present application Figure 7 is an enlarged schematic diagram of C in the present application; Figure 9 is a sectional view schematic diagram of the top plate, the detection wheel and the like structure of the present application; Figure 10 is a schematic diagram of the present application Figure 9 is an enlarged schematic diagram of D in the present application; Figure 11 is a schematic diagram of the present applicationFigure 10 Enlarged view of the detail at F; Figure 12 For the invention Figure 11 Enlarged view of the detail at F; Figure 13 Detail view of the nozzle, rubber nozzle of the invention.
[0021] In the figure: 11, sleeper; 12, basic track A; 13, basic track B; 14, basic track C; 15, switch rail; 16, switch; 17, transmission connecting rod; 21, railway inspection vehicle; 22, handle; 23, side wheel; 24, bottom wheel; 25, electric telescopic rod; 26, top plate; 27, guide rod; 28, bottom plate; 29, spring; 210, detection wheel; 211, top sleeve plate; 212, bottom stop plate; 213, contact sensor; 214, observation groove; 215, laser sensor; 216, nozzle; 217, rubber nozzle; 218, pigment box; 219, box cover; 220, air pump; 221, operation panel. DETAILED DESCRIPTION
[0022] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by a person of ordinary skill in the art without creative labor fall within the protection scope of the present application.
[0023] The embodiments provided by the present application include: Please refer to Figures 1 to 13 As shown in the figure, an intelligent detector for track transit control fault, comprising a plurality of sleepers 11, a plurality of sleepers 11 are respectively fixedly connected with basic track A 12, basic track B 13, basic track C 14, two switch rails 15 are fixedly connected on the sleeper 11, a switch 16 is arranged on one side of the sleeper 11, four transmission connecting rods 17 are fixedly connected on the switch 16, the above structures are all known prior art, for the convenience of display, the track turning part shown in the figure is shorter than the actual track and the turning radius is larger, and part of the structure display is simplified, but it does not affect the normal use of the detector on the actual track.
[0024] It should be noted that: refer to Figure 1 , Figure 2As shown, the basic rails A12, the basic rails B13 and the basic rails C14 combine to form two tracks, which are a vertical track along the basic rails A12 and a turning track along the basic rails B13 and the basic rails C14. The fixed ends of the two points 15 are arranged on one side of the basic rails B13, and the pointed ends of the two points 15 are arranged on the sides of the basic rails A12 and the basic rails C14 away from the basic rails B13.
[0025] It should be noted that the four power telescopic ends are arranged on the side of the switch 16 close to the points 15. In the prior art, the four power telescopic ends are respectively connected with a transmission connecting rod 17, and the two transmission connecting rods 17 are respectively connected with the pointed ends of the two points 15.
[0026] It should be noted that when the rail transit vehicle needs to turn into the turning track from the vertical track, the switch 16 controls the extension and retraction of the power telescopic end to move the two points 15, so that the point 15 close to the basic rails A12 is close to the basic rails A12, and the point 15 close to the basic rails C14 is separated from the basic rails C14, that is, the turning track is opened and the vertical track is closed, so that the rail transit vehicle can smoothly enter the turning track. Conversely, when the rail transit vehicle needs to travel along the vertical track, the switch 16 controls the movement of the two points 15, so that the point 15 close to the basic rails C14 is close to the basic rails C14, and the point 15 close to the basic rails A12 is separated from the basic rails A12, that is, the vertical track is opened and the turning track is closed, so that the rail transit vehicle can only travel along the vertical track. The above is the control step of the existing rail transit turnout.
[0027] A fault detection assembly is arranged on the track, which is used to detect the close degree and the height difference of the points 15. The following takes the detection of the basic rails A12 and the points 15 as an example: The fault detection component includes a railway inspection car 21, which is mounted on the main rail A12. A handlebar 22 is fixedly connected to the railway inspection car 21. Two side wheels 23 are symmetrically installed on one side of the bottom of the railway inspection car 21. Multiple bottom wheels 24 are located on the bottom of the railway inspection car 21 near the top surface of the main rail A12. An electric telescopic rod 25 is fixedly connected to the side of the railway inspection car 21 away from the handlebar 22, with the telescopic shaft end of the electric telescopic rod 25 facing upwards. A top plate 26 is fixedly connected to the telescopic shaft end of the electric telescopic rod 25. Two guide rods 27 are symmetrically slidably connected to the top plate 26. The two guide rods 27 extend out of the bottom of the top plate 26 and are rotatably connected to a base plate 28. Each guide rod 27 is fitted with a spring 29. Two detection wheels 210 are symmetrically rotatably connected to the bottom of the base plate 28. Two top sleeve plates 211 are symmetrically fixedly connected to the bottom of the base plate 28, and two bottom abutment plates 212 are symmetrically fixedly connected to the top of the base plate 28. Each of the two top sleeve plates 211 has a groove at its bottom, and multiple contact sensors 213 are evenly arranged in each of the grooves at the bottom of the two top sleeve plates 211. An observation slot 214 is provided on the base plate 28. A laser sensor 215 is fixedly connected to the middle of the bottom of the top plate 26. Two nozzles 216 are symmetrically fixedly connected to the bottom of the top plate 26. Multiple rubber nozzles 217 are fixedly connected to the bottom of each of the two nozzles 216 in a linear array. A paint box 218 is fixedly connected to the top of the top plate 26. A box cover 219 is snapped onto the top of the paint box 218. Two air pumps 220 are symmetrically fixedly connected to the top of the box cover 219. An operation panel 221 is fixedly connected to the handlebar 22.
[0028] In the existing technology, the basic rail A12 section is "I-shaped", that is, I-beam steel, referring to... Figures 2 to 6 As shown, the two side wheels 23 slide against the sides of the I-beam.
[0029] Where: Reference Figures 6 to 8 As shown, multiple bottom wheels 24 slide against the top surface of the base rail A12.
[0030] It should be added that: the two side wheels 23 and the multiple bottom wheels 24 are all installed on the railway inspection car 21 via servo motors. The function is that the inspection personnel can control the rotation of the servo motors, so that the two side wheels 23 and the multiple bottom wheels 24 rotate, driving the railway inspection car 21 to move on the basic rail A12. Specifically, the railway inspection car 21 moves in the straight line direction of the railway inspection car 21.
[0031] It should be added that: (refer to) Figure 6 As shown, the bottom of the railway inspection vehicle 21 is equipped with an L-shaped locking block, which is attached to the outer surface of the main rail A12. Its function is to assist the railway inspection vehicle 21 in positioning on the main rail A12.
[0032] In summary: in actual use, the existing basic rail size is fixed, so the user places the railway inspection vehicle 21 on the basic rail A12, and the L-shaped block of the railway inspection vehicle 21 is placed at the bottom of the basic rail A12, so that the side wheels 23 are placed on the side of the basic rail A12, and the bottom wheels 24 are placed on the top surface of the basic rail A12. At this time, the installation and positioning of the railway inspection vehicle 21 are completed.
[0033] It should be noted that: the two side wheels 23 and the plurality of bottom wheels 24 are connected to the servo motor, the electric telescopic rod 25, and the air pump 220, and there is an electrical connection relationship between the operation panel 221 and the two side wheels 23 and the plurality of bottom wheels 24. Specifically, the inspection personnel can control the rotation of the two side wheels 23 and the plurality of bottom wheels 24, control the extension and retraction of the electric telescopic rod 25, and control the blowing and suction of the air pump 220 through the operation panel 221. In addition, the contact sensor 213 and the laser sensor 215 are electrically connected to the operation panel 221, and the operation panel 221 receives the signals fed back by the contact sensor 213 and the laser sensor 215.
[0034] It should be noted that: referring to Figure 8 The electric telescopic rod 25 is installed at the center of the railway inspection vehicle 21, and the top plate 26 and the bottom plate 28 are symmetrically arranged at both ends of the electric telescopic rod 25. The laser sensor 215 is located at the center of the top plate 26, and the observation groove 214 is opened at the center of the bottom plate 28. The function is: when the railway inspection vehicle 21 moves on the basic rail A12 and approaches the point rail 15, the two detection wheels 210 correspond to the basic rail A12 and the point rail 15 respectively, and the laser sensor 215 is located above the fitting surface of the basic rail A12 and the point rail 15.
[0035] The laser sensor 215 measures the distance gap and profile between the basic rail A12 and the point rail 15, quantifies the fitting degree of the two, provides data support for turnout fault detection, and feeds back the detected situation to the operation panel 221.
[0036] It should be noted that: the operation panel 221 includes a screen for displaying visible signals and a signal player for playing audible signals.
[0037] As a supplement to the above: as the railway inspection vehicle 21 moves on the basic rail A12, when the railway inspection vehicle 21 moves to the position where the basic rail A12 and the point rail 15 are in contact, the laser sensor 215 can detect the contact between the basic rail A12 and the point rail 15, and if the basic rail A12 and the point rail 15 are not in good contact, the laser sensor 215 will feed back the detected signal to the operation panel 221, and the operation panel 221 will show visible and audible signals to the inspector to remind the inspector that the basic rail A12 at the current position and the point rail 15 are not in good contact.
[0038] As shown in the figure, the two ends of the spring 29 are fixedly connected with the bottom surface of the top plate 26 and the bottom end of the guide rod 27, respectively. Figure 10
[0039] As a supplement to the above, the two springs 29 are set to have the same spring coefficient, that is, when the two springs 29 are affected by the same pressure, the two ends of the bottom plate 28 will be in a horizontal position.
[0040] As shown in the figure, the top end of the bottom stop plate 212 is inserted into the bottom groove of the top sleeve plate 211, and the size of the bottom groove of the top sleeve plate 211 is greater than the size of the top of the bottom stop plate 212. Figure 12
[0041] As a supplement to the above, when the two ends of the bottom plate 28 are horizontal, the bottom stop plate 212 and the top sleeve plate 211 are in a vertical state, and the bottom stop plate 212 will not interfere with the contact sensor 213. If the bottom plate 28 is inclined, the bottom plate 28 will cause the two bottom stop plates 212 to tilt synchronously, and at this time the bottom stop plate 212 will interfere with the contact sensor 213.
[0042] As shown in the figure, the two spray pipes 216 are symmetrically arranged with the laser sensor 215 as the center, and the bottom ends of the two spray pipes 216 extend towards each other. The design of the extension of the bottom ends of the two spray pipes 216 is to enable the paint sprayed by the rubber spray head 217 to cover the basic rail A12 and the point rail 15 at the same time. Figures 11 to 13
[0043] As shown in the figure, the rubber spray head 217 is divided by a plurality of tangent lines radiating from the center to the periphery, dividing the central part of the rubber spray head 217 into a plurality of triangular petals. Figure 13
[0044] As a supplement to the last one: the material and shape of the rubber nozzle 217 are designed to play a role in sealing the bottom end of the spray pipe 216 when the rubber nozzle 217 is not elastically deformed, and the multiple triangular petals of the rubber nozzle 217 are pressed against each other, and when the rubber nozzle 217 is subjected to pressure from the top, the multiple triangular petals of the rubber nozzle 217 will flip down to form a channel that connects to the outside at the center of the spray pipe 216, that is, the spray pipe 216 is in communication with the outside.
[0045] As shown in Figure 11 The pigment tank 218 is provided with two top-open pigment cavities, and the two pigment cavities are respectively connected to the inside of the two spray pipes 216, and different colored pigments are arranged in the two pigment cavities.
[0046] The user can expose the top openings of the two pigment cavities of the pigment tank 218 by pulling out the tank cover 219, and then the user can add different colored pigments to the two pigment cavities.
[0047] The blowing and suction ends of the two air pumps 220 are respectively connected to the two pigment cavities of the pigment tank 218.
[0048] As shown in Figure 11 The laser sensor 215 and the two spray pipes 216 are located directly above the observation slot 214, providing a window for the visual detection of the laser sensor 215 and the pigment spraying of the spray pipe 216.
[0049] When the railway inspection vehicle 21 moves to the position where the point rail 15 is in close contact with the basic rail A12, the user controls the telescopic shaft of the electric telescopic rod 25 to retract by operating the panel 221, and as the telescopic shaft of the electric telescopic rod 25 retracts, the end of the telescopic shaft of the electric telescopic rod 25 drives the bottom plate 28 to move downward synchronously through the top plate 26, and as the bottom plate 28 moves downward, the bottom plate 28 drives the two detection wheels 210 to move downward synchronously, and when the two detection wheels 210 respectively abut against the top of the basic rail A12 and the point rail 15, as the telescopic shaft of the electric telescopic rod 25 continues to retract, the two guide rods 27 slide upward on the top plate 26 and the elastic springs 29, at this time, the patrol personnel no longer drive the telescopic shaft of the electric telescopic rod 25 to retract by operating the panel 221, and the state of the two detection wheels 210 abutting against the top of the basic rail A12 and the point rail 15, and the elastic contraction state of the two springs 29 are fixed.
[0050] At this time, the railway inspection vehicle 21 continues to be driven to move by the side wheels 23 and the bottom wheels 24, and as the railway inspection vehicle 21 moves, the two detection wheels 210 roll on the top of the flat rail A12 and the point rail 15 respectively, at this time, the two detection wheels 210 are respectively subjected to the downward thrust caused by the elastic stretching of the corresponding top springs 29, if there is a height difference between the flat rail A12 and the point rail 15, the detection wheel 210 located on the lower side will move downward under the action of the elastic stretching of the spring 29, at this time, the bottom plate 28 will be deflected to the lower side at the bottom end of the two guide rods 27, as the bottom plate 28 is deflected, the two bottom abutting plates 212 are synchronously tilted, and then the two bottom abutting plates 212 respectively abut the corresponding contact sensors 213, when the contact sensor 213 is abutted by the bottom abutting plate 212, the contact sensor 213 transmits an electrical signal that the flat rail A12 and the point rail 15 have a height difference to the operation panel 221, the operation panel 221 receives the electrical signal and displays audible signals and visible signals to the inspection personnel, reminding the inspection personnel that the flat rail A12 and the point rail 15 at the current position have a height difference, at the same time, when the operation panel 221 receives the electrical signal fed back by the contact sensor 213, the operation panel 221 controls one of the air pumps 220 to start, the air pump 220 starts to blow air into the pigment tank 218, the blowing of the pigment tank 218 causes the pressure in the pigment tank 218 to rise, pushing the pigment inside the pigment tank 218 to pressurize the plurality of rubber nozzles 217 at the bottom of the corresponding spray pipe 216, and then the pigment is sprayed downward from the rubber nozzles 217, and the sprayed pigment covers the flat rail A12 and the point rail 15 due to the special shape design of the bottom of the spray pipe 216, leaving a colorful visible mark signal on the flat rail A12 and the point rail 15, informing the user that there is a height difference between the flat rail A12 and the point rail 15 at the current position.
[0051] At this time, the user knows that there is a height difference between the flat rail A12 and the point rail 15 at this position, and the position is marked by the pigment as a visible signal, the user can temporarily not handle it and continue to drive the railway inspection vehicle 21 to move to detect the remaining parts of the flat rail A12 and the point rail 15.
[0052] As the railway inspection vehicle 21 moves, if the laser sensor 215 detects that the flat rail A12 and the point rail 15 at the current position do not fit well, the laser sensor 215 feeds back the detected signal to the operation panel 221, the operation panel 221 displays visible signals and audible signals to the inspection personnel, reminding the inspection personnel that the flat rail A12 and the point rail 15 at the current position do not fit well, at the same time, when the operation panel 221 receives the electrical signal fed back by the laser sensor 215, the operation panel 221 controls the other air pump 220 to start, so that the flat rail A12 and the point rail 15 are covered with another visible mark signal of another color, which is different from the mark color of the previous contact sensor 213 feedback signal, informing the user that there is a poor fit between the flat rail A12 and the point rail 15 at the current position.
[0053] When the detection is completed, the user takes the rail inspection vehicle 21 off the basic track A12, and then according to the positions marked by the two-color visible signal paint, and the visible signals recorded on the operation panel 221, the basic track A12 and the switch rail 15 are repaired according to the specific faults.
[0054] In summary, the operation of the fault detection assembly can achieve the following beneficial effects: Firstly: In the prior art, manual detection needs to be stopped and detected segment by segment, which leads to interruption of work and extremely low efficiency.
[0055] Through the operation of the fault detection assembly, a track inspection vehicle that can automatically and continuously move is designed, the detection of the adhesion and the height difference is carried out synchronously with the movement process, the visible signal and the audible signal feedback are reminded to the inspection personnel, and the line-shaped paint visible signal of different colors is marked, without stopping, which solves the discontinuity limitation of manual detection and realizes the continuous operation mode of moving and detecting.
[0056] Secondly, in the prior art, manual visual observation and manual measurement are affected by light, fatigue, operation specification, etc., and the accuracy is difficult to guarantee.
[0057] Through the operation of the fault detection assembly, the laser sensor 215 replaces the human eye to observe the adhesion surface, avoiding subjective interference such as light and fatigue; at the same time, the physical tilt triggers the contact sensor 213, effectively reducing the possibility of missed detection and misjudgment.
[0058] Thirdly: Through the operation of the fault detection assembly, the visible signal marked by the double-color visible signal directly visualizes the fault type of the track switch, and the accuracy of marking the position of the visible signal makes the subsequent inspection personnel not need to re-judge the fault type, but can directly carry out special repair according to the marked points.
[0059] It should be noted that, in this text, relationship terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between the entities or operations. Moreover, the term “includes” “contains” or any other variant thereof is intended to cover non-exclusive inclusion, so that the process, method, article or equipment including a series of elements not only includes those elements, but also includes other elements not explicitly listed, or still includes elements inherent to such process, method, article or equipment. Without more limitations, the element defined by the statement “includes a…” does not exclude the presence of another identical element in the process, method, article or equipment including the element.
[0060] While embodiments of the application have been shown and described, it is to be understood that the embodiments described are merely exemplary of the principles and application of the present application. Numerous modifications and adaptions can be effected without departing from the spirit and scope of the present application, which is not limited to the exact construction and arrangement described. It is intended, therefore, to cover all modifications and adaptions that fall within the scope of the claims and their equivalents.
Claims
1. A smart detector for turnout control faults in rail transit, comprising multiple sleepers (11), wherein a base rail A (12), a base rail B (13), and a base rail C (14) are fixedly connected to the multiple sleepers (11), two switch rails (15) are fixedly connected to the sleepers (11), and a switch (16) is provided on one side of the sleepers (11), wherein four transmission connecting rods (17) are fixedly connected to the switch (16), characterized in that: The fault detection component includes a railway inspection car (21), which is set on the base rail A (12). A handle (22) is fixedly connected to the railway inspection car (21). Two side wheels (23) are symmetrically installed on one side of the bottom of the railway inspection car (21). Multiple bottom wheels (24) are set on the side of the railway inspection car (21) closest to the base rail A (12). An electric telescopic rod (25) is fixedly connected to the side of the railway inspection car (21) away from the handle (22). The telescopic shaft end of the electric telescopic rod (25) faces upward. A top plate (26) is fixedly connected to the telescopic shaft end of the electric telescopic rod (25). Two guide rods (27) are symmetrically slidably connected on the top plate (26). The bottom ends of the two guide rods (27) are rotatably connected to a base plate (28). A spring (29) is sleeved on each of the two guide rods (27).
2. The intelligent detector for track switch control faults in rail transit according to claim 1, characterized in that: Two detection wheels (210) are symmetrically rotatably connected to the bottom of the base plate (28). Two top sleeve plates (211) are symmetrically fixedly connected to the bottom of the base plate (28). Two bottom abutment plates (212) are symmetrically fixedly connected to the top of the base plate (28). A groove is provided at the bottom of each of the two top sleeve plates (211). Multiple contact sensors (213) are evenly arranged in the grooves at the bottom of each of the two top sleeve plates (211). An observation slot (214) is provided on the base plate (28). The bottom of the top plate (26) is fixedly connected to... A laser sensor (215) is connected to the bottom of the top plate (26), and two nozzles (216) are symmetrically fixedly connected to the bottom of the top plate (26). Multiple rubber nozzles (217) are fixedly connected to the bottom of each nozzle (216) in a straight array. A paint box (218) is fixedly connected to the top of the top plate (26). A box cover (219) is snapped onto the top of the paint box (218). Two air pumps (220) are symmetrically fixedly connected to the top of the box cover (219). An operation panel (221) is fixedly connected to the handlebar (22).
3. The intelligent detector for track switch control faults in rail transit according to claim 1, characterized in that: The two side wheels (23) and multiple bottom wheels (24) are all installed on the railway inspection vehicle (21) via servo motors. The bottom of the railway inspection vehicle (21) is equipped with L-shaped blocks.
4. The intelligent detector for track switch control faults in rail transit according to claim 2, characterized in that: The servo motors, electric telescopic rods (25), and air pumps (220) connected to the two side wheels (23) and multiple bottom wheels (24) are all electrically connected to the operation panel (221). The contact sensor (213) and laser sensor (215) are electrically connected to the operation panel (221).
5. The intelligent detector for track switch control faults in rail transit according to claim 2, characterized in that: The electric telescopic rod (25) is installed at the center of the railway inspection vehicle (21). The top plate (26) and the bottom plate (28) are symmetrically arranged with the electric telescopic rod (25) as the center. The laser sensor (215) is located at the center of the top plate (26), and the observation slot (214) is opened at the center of the bottom plate (28).
6. The intelligent detector for track switch control faults in rail transit according to claim 2, characterized in that: The control panel (221) includes a screen for displaying visible signals and a signal player for playing audible signals.
7. The intelligent detector for track switch control faults in rail transit according to claim 2, characterized in that: The two ends of the spring (29) are fixedly connected to the bottom surface of the top plate (26) and the bottom end of the guide rod (27), respectively.
8. The intelligent detector for track switch control faults in rail transit according to claim 2, characterized in that: Two nozzles (216) are symmetrically arranged with the laser sensor (215) as the center. The bottom ends of the two nozzles (216) extend towards each other. The rubber nozzle (217) is divided by multiple tangents that scatter outward from the center, dividing the central part of the rubber nozzle (217) into multiple triangular lobes.
9. The intelligent detector for track switch control faults in rail transit according to claim 2, characterized in that: The pigment box (218) is provided with two pigment chambers with top openings. The two pigment chambers are respectively connected to the inside of two spray pipes (216). The two pigment chambers are provided with pigments of different colors. The blowing and sucking ends of the two air pumps (220) are respectively connected to the two pigment chambers of the pigment box (218).
10. The intelligent detector for track switch control faults in rail transit according to claim 2, characterized in that: The laser sensor (215) and the two nozzles (216) are located directly above the observation slot (214).