A non-contact rail top corrugation management system capable of remote monitoring

Abstract

The present invention discloses a non-contact rail top corrugation management system capable of remote monitoring, comprising a system host, a detection unit, a fixing mechanism, a position adjustment device, and a spraying device. The spraying device is mounted on the position adjustment device, the position adjustment device is fixedly connected to the outside of the track via the fixing mechanism, the spraying device is connected to the system host via pipes and cables, the detection unit is configured to sense a train approach signal when a train approaches the system host installation location and transmit the signal to the system host, the system host is configured to supply friction modifier to the spraying device, the spraying device is configured to quantitatively spray friction modifier onto the rail surface, and the position adjustment device is configured to achieve multi-angle adjustment of the spraying device through adjustment. The present invention reduces the amount of friction modifier used and reduces environmental pollution; it can more accurately adjust the application position to reduce operating costs.

Description

Technical Field

[0001] The present invention relates to the technical field of railways and urban rail transportation, and in particular to a non-contact rail top corrugation management system capable of remote monitoring. Background Art

[0002] China's railways and urban rail transit have experienced 20 years of rapid development. The railway mileage and urban operating track mileage are very large. Railway maintenance and track operation consume a lot of manpower and material resources. How to extend the service life of the track, reduce maintenance costs, and increase train operation safety has become very important.

[0003] With the development of urbanization, the volume of rail transit has continued to increase, and the small radius curve of urban subway lines is also

[0004] There are many curves. The impact of trains on the rails during travel, as well as the increased wear on the wheel and rail side edges caused by centrifugal force at the curves, also cause lateral displacement and wear between the wheel tread and the top surface of the rail. In addition, the frequent starting and braking of the trains cause side wear of the rails and wave-like wear on the top surface of the rails. The wave-like wear caused by the wear between the rail top and the wheel tread is referred to as corrugation. The formation mechanism of this corrugation is complex and is related to the wheel-rail relationship, line characteristics, driving vibration, and the entire track hardware system. Corrugation is very harmful. At the least, it causes ripples on the top surface of the rail, generating high-frequency and harsh noise. At the worst, it causes cracks, block falling, and serious damage to the track, seriously affecting the stability and safety of vehicle driving and increasing the risk of train derailment.

[0005] Currently, the popular corrugation control method at home and abroad is to manually apply a friction modifier on the top surface of the track, or install a contact coating device, which is a coating strip installed close to the track, and then connected to the pump station on the trackside through a pipeline. When the train passes, the pump is controlled by sensors and related electronic control systems to pump the friction modifier to the coating strip, and the friction modifier is slowly squeezed out on the coating strip. After accumulating to a certain amount, a pool of friction modifier is formed. When the train wheels pass by, the friction modifier is taken away and applied to the top surface of the rail as much as possible.

[0006] The drawbacks of this prior art are: the inherent drawbacks of the contact coating strips, low coating efficiency, waste and pollution.

[0007] Due to gravity, the friction modifier accumulates on the coating strip after being pumped out. As trains pass by, their wheels sweep over the friction modifier, carrying some away. Because the wheels are moving very fast, this impact causes some of the friction modifier to splash. Furthermore, the friction modifier tends to accumulate there, resulting in waste and contamination of the track bed, making cleanup a significant effort. The amount of friction modifier actually applied to the rail top surface is very limited.

[0008] Therefore, technicians in this field are committed to developing a non-contact rail top corrugation management system that can be remotely monitored to achieve non-contact application of friction corrector. This device can greatly improve the problems existing in current related equipment. Summary of the Invention

[0009] In view of the above-mentioned defects of the prior art, the technical problem to be solved by the present invention is how to reduce the occurrence of rail corrugation, reduce the number of manual grinding times, and extend the service life of the rails without affecting the normal operation of the train; reduce the amount of friction modifier used and reduce environmental pollution; and be able to more accurately adjust the application position to reduce operating costs.

[0010] To achieve the above-mentioned objectives, the present invention provides a non-contact rail top corrugation management system that can be remotely monitored, comprising a system host, a detection unit, a fixing mechanism, a position adjustment device, and a spraying device. The spraying device is installed on the position adjustment device, and the position adjustment device is fixedly connected to the outside of the track through the fixing mechanism. The spraying device is connected to the system host through pipes and cables. The detection unit is configured to sense a train approach signal when a train approaches the installation position of the system host, and transmit the signal to the system host. The system host is configured to supply a friction modifier to the spraying device, and the spraying device is configured to quantitatively spray the friction modifier onto the rail surface. The position adjustment device is configured to achieve multi-angle adjustment of the spraying device through adjustment.

[0011] Furthermore, the fixing mechanism includes a rail clamp body, a clamping transition block, and a rail clamp fixing bolt. The rail clamp body includes a clamping arm and a rod. The clamping arm is used to clamp the inner side of the rail bottom. The rod is connected to the clamping arm and passes through the bottom of the rail. One end of the rod has an external thread. The clamping transition block is sleeved on the rod and is used to clamp the outer side of the rail bottom. The rail clamp fixing bolt is spirally connected to the rod and is used to firmly fix the clamping transition block on the rail bottom.

[0012] Furthermore, the position adjustment device includes a fixed plate, a pair of ear plates fixed at both ends of the fixed plate, and a pair of adjustment plates arranged on the outside of the ear plates. The fixed plate is provided with upper and lower adjustment holes for the injection device, and the injection device is screwed to the fixed plate through the upper and lower adjustment bolts of the injection device through the upper and lower adjustment holes of the injection device.

[0013] Furthermore, the adjustment plate is L-shaped, having a vertical portion and a horizontal portion, the vertical portion being provided with an adjustment plate fixing hole and an injection device pitch adjustment hole, the adjustment plate being screwed to the ear plate via an adjustment plate fixing bolt passing through the adjustment plate fixing hole, and being screwed to the ear plate via an injection device pitch adjustment bolt passing through the injection device pitch adjustment hole.

[0014] Furthermore, a front-rear adjustment hole for the injection device is provided on the horizontal portion, and the horizontal portion is screwed to the clamping transition block through a front-rear adjustment bolt for the injection device passing through the front-rear adjustment hole for the injection device.

[0015] Furthermore, the detection unit adopts an induction radar.

[0016] Furthermore, the system host is installed on the ground outside the track or on the tunnel wall.

[0017] Furthermore, the system host includes a control system, an oil storage tank, and a main oil supply pump. The control system is configured to realize the conversion of the power supply voltage, realize remote signal transmission through the communication module, realize the oil quantity monitoring of the main oil supply pump, system blockage monitoring, remote start, remote stop, and operating parameter monitoring, and supply the friction modifier in the oil storage tank to the injection device through the main oil supply pump.

[0018] Furthermore, it also includes a solar power supply system, which includes a solar host and a battery, and the solar power supply system is connected to the system host.

[0019] Furthermore, the number of the fixing mechanisms is a pair, which are respectively arranged at relative positions of two parallel tracks, and each fixing mechanism is respectively provided with a position adjustment device, and each position adjustment device is provided with at least one injection device.

[0020] The advantages of the present invention are:

[0021] 1. This invention reduces rail corrugation by spraying friction modifier, reducing the number of manual grinding operations and extending rail service life without affecting train operations. It also reduces the amount of friction modifier used and environmental pollution. It also enables more precise adjustment of the application location, reducing operating costs.

[0022] 2. This invention optimizes the complex mechanisms of existing coating systems (oil supply system, electronic control system, corrective agent dispenser, pneumatic components, corrective agent coating device, clamping device, train sensors, etc.). Controllable coating is achieved solely through the electronic control system, main oil supply pump, and spray device.

[0023] 3. This invention achieves quantitative, targeted coating with a single spray device, eliminating the need for complex steps such as using a dispenser or controlling system runtime. This greatly simplifies the coating mechanism, eliminating the risk of blockage, poor coating quality, insufficient oil output, and system failures caused by complex mechanisms. This significantly reduces system maintenance costs.

[0024] The concept, specific structure and technical effects of the present invention will be further described below in conjunction with the accompanying drawings to fully understand the purpose, characteristics and effects of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 This is a schematic diagram of the installation of a non-contact rail top corrugation management system capable of remote monitoring according to a preferred embodiment of the present invention;

[0026] Figure 2 This is a schematic diagram of the installation of a spray device according to a preferred embodiment of the present invention;

[0027] Figure 3 Schematic diagram of the internal structure of a system host according to a preferred embodiment of the present invention;

[0028] Figure 4 This is a schematic diagram of a spray device in a preferred embodiment of the present invention in a state where the spray angle is minimum;

[0029] Figure 5 This is a schematic diagram of a spray device according to a preferred embodiment of the present invention in a state where the spray angle is maximum;

[0030] Figure 6 This is a schematic diagram of a spray device in a preferred embodiment of the present invention in a state where the spray device is in the highest spraying position;

[0031] Figure 7 This is a schematic diagram of a preferred embodiment of the present invention showing an injection device in a final injection position;

[0032] Figure 8 It is a schematic diagram of the state of the injection device of a preferred embodiment of the present invention in the front injection position.

[0033] Among them, 1-solar host, 2-system host, 3-main oil supply pipe, 4-control cable, 5-injection device, 6-position adjustment device, 7-induction radar, 8-electronic control system, 9-battery, 10-oil storage tank, 11-main oil supply pump, 12-rail clamp, 13-adjustment plate fixing bolt, 14, injection device pitch adjustment hole, 15-injection device pitch adjustment bolt, 16-injection device front and rear adjustment bolt, 17-injection device up and down adjustment bolt. DETAILED DESCRIPTION

[0034] The following describes preferred embodiments of the present invention with reference to the accompanying drawings to make its technical content clearer and easier to understand. The present invention can be embodied in many different forms of embodiments, and the scope of protection of the present invention is not limited to the embodiments mentioned herein.

[0035] In the drawings, components with identical structures are denoted by the same reference numerals, and components with similar structures or functions are denoted by similar reference numerals. The size and thickness of each component shown in the drawings are arbitrary and are not limited by the present invention. For clarity, the thickness of components in some places in the drawings is appropriately exaggerated.

[0036] In order to solve the technical problems of existing products, it is necessary to provide a non-contact rail top corrugation management system that can be remotely monitored and can improve the wheel-rail relationship and reduce rail corrugation.

[0037] The specific technical solutions provided by the present invention are as follows:

[0038] A non-contact rail top corrugation management system capable of remote monitoring is applicable to railway-related rails and comprises a system host, a detection unit, a fixing mechanism, a position adjustment device, and a spraying device.

[0039] The system's main unit is installed in a safe location outside the track. The system's spray device is mounted on a position adjustment device, secured to the track's outside by a fixing mechanism. The spray device is connected to the main unit via oil pipes and control cables. The position adjustment device adjusts the spray angle, height, and location of the friction modifier for optimal spraying. When a train passes through the section where the system is installed, the detection unit senses the train's approach and transmits a signal to the main unit, initiating system activation.

[0040] It should be noted that the detection unit of the present invention completely abandons the traditional wheel sensing device installed on the track on the market, and uses sensing radar to detect the position of the train. When the train approaches the detection unit, the detection unit transmits the signal to the system host, and the system starts running.

[0041] The system host includes a main oil supply pump, an intelligent control system, a remote monitoring system, and a backup power supply system. The main oil supply pump is connected to the friction corrector injection device through a main oil supply pipe.

[0042] The intelligent control system inside the system host can realize power supply voltage conversion and remote signal transmission through the communication module. It can realize the main oil supply pump oil level monitoring, system blockage monitoring, remote start and stop, and related system operating parameter monitoring.

[0043] The system host is connected to a detection radar, which can realize remote detection of trains; the system host is connected to an external solar charging panel, which can realize autonomous power supply operation without an external power supply. Example

[0044] refer to Figures 1 to 3 , including system host 2, induction radar 7, system host 2 has two different mounting brackets adapted to different installation positions (flat installation: installed on the outer bracket of the track; hanging installation: installed on the tunnel wall). Figure 1 As shown, the system main unit 2 is installed flat on the ground, outside the track, away from the train's operating range. The spray device 5 is connected to the system main unit 2 via a main supply pipe 3 and a control cable 4. When a train approaches the system main unit 2's installation location, a sensor radar 7 senses the train's approach signal, which is transmitted to the system main unit 2's electronic control system 8. This activates the main oil pump 11, which begins supplying friction modifier (a combination of lubricant and lubricant) from the oil tank 10 to the spray device 5. The spray device 5 then sprays a fixed amount of friction modifier onto the rail surface according to the system's configured application pattern. Users can monitor the system's oil injection level, oil injection status, and friction modifier usage through the remote control module.

[0045] refer to Figure 2 The position adjustment device 6 is installed on the track through the rail clamp 12, and the injection device 5 is fixed to the position adjustment device 6 by bolts. By adjusting the position adjustment device 6, the injection angle, height and position of the injection device 5 can be freely adjusted to achieve the optimal injection effect.

[0046] refer to Figure 1 、 Figure 3 The solar power supply system includes a solar host 1 and a battery 9 installed in the system host 2. It can be installed as an optional accessory for a non-contact rail top corrugation management system that can be remotely monitored. Figure 1 The system on display is designed for outdoor installation. If the power supply at the installation site is insufficient or unstable, a solar power system can be added to solve the problem. When the system is mounted on the tunnel wall using a hanging bracket, the solar power system can be omitted, allowing customers to use the system at a lower cost.

[0047] refer to Figures 4 to 8 The position adjustment device 6 includes a fixed plate, a pair of ear plates, and a pair of adjustment plates. The fixed plate is provided with vertical adjustment holes (waist-shaped holes) for the injection device. The injection device 5 is screwed to the fixed plate via vertical adjustment bolts 17 that pass through the vertical adjustment holes. The vertical adjustment holes and the vertical adjustment bolts 17 cooperate to allow the injection device 5 to be adjusted vertically (in the height direction). The adjustment plate is L-shaped, with a vertical portion and a horizontal portion. The vertical portion is provided with adjustment plate fixing holes and injection device pitch adjustment holes 14 (arc-shaped holes). The adjustment plate is screwed to the ear plates via adjustment plate fixing bolts 13 that pass through the adjustment plate fixing holes. The adjustment plate is screwed to the ear plates via injection device pitch adjustment bolts 15 that pass through the injection device pitch adjustment holes 14. The injection device pitch adjustment holes 14 cooperate with the injection device pitch adjustment bolts 15 to allow the injection device 5 to be adjusted in pitch. The horizontal part is provided with a front and rear adjustment hole for the injection device, and the horizontal part is screwed to the clamping transition block through the front and rear adjustment bolt 16 of the injection device passing through the said front and rear adjustment hole for the injection device. The front and rear adjustment hole for the injection device cooperates with the front and rear adjustment bolt 16 of the injection device, so that the injection device 5 can be adjusted forward and backward (away from or close to the outer side of the track).

[0048] like Figure 4 As shown, when the injection device 5 is tilted forward, the angle (injection angle) between the injection direction (indicated by the arrow) of the injection device 5 and the rail surface is the minimum injection angle.

[0049] like Figure 5 As shown, when the injection device 5 leans backward, the angle (injection angle) between the injection direction (indicated by the arrow) of the injection device 5 and the rail surface is the maximum injection angle.

[0050] The key innovations of the present invention are:

[0051] 1. The complex application mechanism is simplified, replacing the original contact-type friction modifier application with a spray-type application. This innovative combination of metering and spraying eliminates the traditional lubrication system's reliance on a dispenser or control system runtime to achieve quantitative friction modifier delivery. This effectively reduces friction modifier usage, lowers system operating costs, extends system maintenance cycles, and reduces environmental pollution.

[0052] 2. A remote control module has been added to enable real-time monitoring of system operating parameters, start / stop, oil level status, and other related system information. The system can also be remotely controlled to run and stop, enabling remote manual intervention.

[0053] 3. The original wheel sensing device is upgraded to radar detection, eliminating the risk of the mounting bracket falling off when installing the wheel sensor on the track, and reducing the risk factor of track installation.

[0054] 4. This system offers a solar cell power supply system as an optional package, which not only enables reliable operation in areas with unreliable power supply but also reduces customer maintenance costs when this option is not required.

[0055] 5. The system adopts a newly designed position adjustment device. By adjusting the relevant adjustment screws, the injection device can be adjusted at multiple angles, such as front, back, up, down, pitch and elevation, and the injection position of the friction modifier can be adjusted steplessly.

[0056] The preferred embodiments of the present invention have been described in detail above. It should be understood that numerous modifications and variations based on the concepts of the present invention are possible without inventive effort by those skilled in the art. Therefore, any technical solution that can be derived by one skilled in the art through logical analysis, reasoning, or limited experimentation based on the concepts of the present invention and the prior art should be within the scope of protection defined by the claims.

Claims

1. A non-contact rail top corrugation management system capable of remote monitoring, characterized in that: The system comprises a mainframe, a detection unit, a fixing mechanism, a position adjustment device, and a spraying device. The spraying device is mounted on the position adjustment device, the position adjustment device is fixedly connected to the outside of the track via the fixing mechanism, and the spraying device is connected to the mainframe via pipes and cables. The detection unit is configured to sense a train approach signal when a train approaches the installation location of the mainframe and transmit the signal to the mainframe. The mainframe is configured to supply friction modifier to the spraying device. The spraying device is configured to quantitatively spray friction modifier onto the rail surface. The position adjustment device is configured to achieve multi-angle adjustment of the spraying device through adjustment, thereby adjusting the spraying angle, spraying height, and spraying position of the friction modifier to achieve an optimal spraying effect. The position adjustment device includes a fixed plate, a pair of ear plates fixed at both ends of the fixed plate, and a pair of adjustment plates arranged outside the ear plates. The fixed plate is provided with an injection device up and down adjustment hole. The injection device is screwed to the fixed plate through the injection device up and down adjustment bolts passing through the injection device up and down adjustment holes. The adjustment plate is L-shaped and has a vertical portion and a horizontal portion. The vertical portion is provided with an adjustment plate fixing hole and a jet device pitch adjustment hole. The adjustment plate is screwed to the ear plate via an adjustment plate fixing bolt passing through the adjustment plate fixing hole, and is screwed to the ear plate via a jet device pitch adjustment bolt passing through the jet device pitch adjustment hole. The horizontal portion is provided with a front-to-back adjustment hole for the injection device, and the horizontal portion is screwed to the fixing mechanism via a front-to-back adjustment bolt for the injection device passing through the front-to-back adjustment hole for the injection device; The system host includes a control system, an oil storage tank, and a main oil supply pump. The control system is configured to realize power supply voltage conversion, realize remote signal transmission through a communication module, realize main oil supply pump oil quantity monitoring, system blockage monitoring, remote start, remote stop, and operating parameter monitoring, and supply the friction modifier in the oil storage tank to the injection device through the main oil supply pump.

2. The non-contact rail top corrugation management system capable of remote monitoring according to claim 1, characterized in that: The fixing mechanism includes a rail clamp body, a clamping transition block, and a rail clamp fixing bolt. The rail clamp body includes a clamping arm and a rod. The clamping arm is used to clamp the inner side of the rail bottom. The rod is connected to the clamping arm and passes through the bottom of the rail. One end of the rod has an external thread. The clamping transition block is sleeved on the rod and is used to clamp the outer side of the rail bottom. The rail clamp fixing bolt is spirally connected to the rod to firmly fix the clamping transition block on the rail bottom.

3. The non-contact rail top corrugation management system capable of remote monitoring according to claim 2, characterized in that: The horizontal portion is screwed to the clamping transition block through the injection device front and rear adjustment bolt passing through the injection device front and rear adjustment hole.

4. The non-contact rail top corrugation management system capable of remote monitoring according to claim 1, characterized in that: The detection unit adopts an induction radar.

5. The non-contact rail top corrugation management system capable of remote monitoring according to claim 1, characterized in that: The system host is installed on the ground outside the track or on the tunnel wall.

6. The non-contact rail top corrugation management system capable of remote monitoring according to claim 1, characterized in that: It also includes a solar power supply system, which includes a solar host and a battery, and the solar power supply system is connected to the system host.

7. The non-contact rail top corrugation management system capable of remote monitoring according to claim 1, characterized in that: The number of the fixing mechanisms is a pair, which are respectively arranged at relative positions of two parallel tracks. A position adjustment device is respectively arranged on each fixing mechanism, and at least one injection device is arranged on each position adjustment device.

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