Anti-derailing device

Abstract

The application relates to a derailment prevention device arranged at the bottom of a train, which comprises a first overturning support, a limiting assembly, a first driving element and a control system, wherein the first overturning support comprises a first rotating base and a first supporting rod which are hinged to each other; the limiting assembly is arranged at the end of the first supporting rod away from the first rotating base; the first driving element can drive the first supporting rod to rotate to a first working position; when the first supporting rod is in the first working position, the limiting assembly is limitedly matched with the track in the width direction of the track; the control system is electrically connected with the first driving element, the control system detects the running state of the train in real time, and sends an action instruction to the first driving element according to the running state. Compared with the existing technology, the derailment prevention device of the application does not excessively occupy the vertical space in the non-working state, avoids collision with foreign matters on the railway line, and does not contact the track, so that the working time is reduced, and the service life is prolonged.

Description

Technical Field

[0001] This invention relates to the field of rail transit safety devices, and particularly to an anti-derailment device. Background Technology

[0002] Train derailment refers to the phenomenon where the wheelsets of a train leave the rails while the train is running and cannot continue to operate normally on the track. To prevent train derailment, anti-derailment devices are generally installed on trains.

[0003] An existing anti-derailment device is installed at the bottom of the train. When the train experiences lateral displacement in the width direction of the track, the anti-derailment device abuts against the inner side of the track. The anti-derailment device and the track are in upper limit cooperation in the width direction of the track to prevent the train from derailing.

[0004] While the existing anti-derailment device can prevent derailment, it is fixedly installed at the bottom of the train. During train operation, the train often shakes, and the anti-derailment device is inevitably subjected to continuous impact and wear, reducing its service life. At the same time, since the device extends downward between the two tracks, foreign objects on the railway line can easily collide with the anti-derailment device and cause it to be damaged. Summary of the Invention

[0005] This invention provides an anti-derailment device for preventing trains from derailing.

[0006] This invention provides an anti-derailment device, installed at the bottom of a train, comprising: a first tilting bracket, the first tilting bracket including a first rotating seat and a first support rod hinged together; a limiting component disposed at the end of the first support rod away from the first rotating seat; a first driving member, the first driving member capable of driving the first support rod to rotate to a first working position; when the first support rod is in the first working position, the limiting component engages with the track in the width direction of the track; and a control system, the control system being electrically connected to the first driving member, and when the control system detects a risk of derailment of the train, the control system drives the first driving member to drive the first support rod to rotate from the bottom of the train to the first working position.

[0007] In one embodiment, the first flipping bracket further includes a first locking structure; when the first support rod rotates to the first working position, the first locking structure locks the first rotating seat and the first support rod together.

[0008] In one embodiment, the first locking structure includes: a first pin and a first driving member; a first locking hole disposed on the first rotating seat; and a second locking hole disposed on the first support rod; when the first support rod is in the first working position, the first driving member drives the first pin to be inserted into the first locking hole and the second locking hole in sequence, and the first pin restricts the first support rod from rotating relative to the first rotating seat.

[0009] In one embodiment, the first tilting bracket further includes: a third rotating seat, which is disposed at the bottom of the train and is arranged sequentially with the first rotating seat along the width direction of the track; and an inclined support rod, one end of which is hinged to the third rotating seat and the other end of which is fixedly connected to the first support rod, the first support rod driving the inclined support rod to rotate around the third rotating seat.

[0010] In one embodiment, the diagonal strut includes a first segment and a second segment arranged sequentially along its length, and the first segment and the second segment are connected by a telescopic damper.

[0011] In one embodiment, the limiting component includes a rotating wheel; the rotating wheel is disposed at the extended end of the first support rod, and when the first support rod rotates to the first working position, the axis of the rotating wheel is perpendicular to the horizontal plane and the outer edge of the rotating wheel abuts against the track.

[0012] In one embodiment, the limiting assembly further includes: a second rotating seat connected to one end of the first support rod away from the first rotating seat; a second support rod, one end of which is hinged to the second rotating seat, and a wheel disposed at the other end of the second support rod; and a second driving member, which drives the second support rod to rotate around the second rotating seat to a second working position when the first support rod is in the first working position, wherein the axis of the wheel is perpendicular to the horizontal plane and the outer edge of the wheel abuts against the track.

[0013] In one embodiment, the limiting component further includes a second locking structure, which includes a second driving member, a second pin, a third locking hole disposed on the second rotating seat, and a fourth locking hole disposed on the second support rod; when the second support rod rotates to the second working position, the second driving member drives the second pin to be inserted into the third locking hole and the fourth locking hole in sequence, and the second pin restricts the second support rod from rotating relative to the second rotating seat.

[0014] In one embodiment, the control system includes a distance detection device disposed at the bottom of the train for detecting the distance between the train and the track, and the control system issues an action command to a first drive member based on the distance.

[0015] In one embodiment, the control system further includes: an acceleration sensor for detecting the vibration acceleration of the train; when either the distance or the vibration acceleration exceeds a set threshold, the control system sends an action command to the first drive element.

[0016] Compared with the prior art, the advantages of the present invention are that the first support rod can drive the limiting component to rotate relative to the first rotating seat between the horizontal and vertical directions. In the non-working state, the first support rod is set at the bottom of the train and extends horizontally, at which time the first flipping bracket is folded and stored at the bottom of the train; when the control system detects that the train has a risk of derailment, the control system drives the first driving component to rotate the first support rod from the bottom of the train to the first working position, at which time the first support rod extends vertically, and the limiting component is limited and engaged with the track in the width direction of the track; thus, the anti-derailment device of the present invention can automatically switch between working and non-working states. In the non-working state, the anti-derailment device does not occupy too much vertical space at the bottom of the train, so it is not easy to scratch or collide with foreign objects between the tracks; at the same time, in the non-working state, the continuous shaking generated during the train's operation will not cause the anti-derailment device to collide and wear with the track, thus extending the service life of the anti-derailment device. Attached Figure Description

[0017] The invention will now be described in more detail with reference to embodiments and the accompanying drawings.

[0018] Figure 1 This is a schematic diagram of the installation of the anti-derailment device in an embodiment of the present invention;

[0019] Figure 2 This is a structural diagram of the anti-derailment device in its non-operating state in an embodiment of the present invention;

[0020] Figure 3 This is a structural diagram of the anti-derailment device in its working state in an embodiment of the present invention;

[0021] Figure 4 This is a partial structural diagram of the anti-derailment device in an embodiment of the present invention;

[0022] Figure 5 This is a diagram showing the relationship between the anti-derailment device and the track in an embodiment of the present invention;

[0023] Figure 6 This is a first state diagram of the first motor in an embodiment of the present invention;

[0024] Figure 7 This is a second state diagram of the first motor in an embodiment of the present invention;

[0025] Figure 8 This is a schematic diagram of the interior of the control box in an embodiment of the present invention.

[0026] Figure label:

[0027] 1. Base plate; 2. First tilting bracket; 3. Control box; 4. First rotating seat; 5. First motor; 6. First support rod; 7. Angle steel; 8. Second motor; 9. Second rotating seat; 10. Anti-derailment wheel; 11. First rod segment; 12. Spring damper; 13. Second rod segment; 14. Third rotating seat; 15. Second support rod; 16. Inner side of rail web; 17. Microcomputer; 18. Laser rangefinder; 19. Accelerometer; 20. First motor rotor; 21. First electric telescopic rod; 22. Rail top; 23. First lock hole; 24. Second lock hole; 25. Third lock hole. Detailed Implementation

[0028] The invention will now be further described with reference to the accompanying drawings.

[0029] See Figure 1 This embodiment provides an anti-derailment device installed at the bottom of the train. It automatically activates when there is a risk of derailment during train operation to prevent derailment. This anti-derailment device can be applied to various scenarios such as passenger trains, urban rail transit, and freight trains, and is particularly suitable for heavy-haul freight trains.

[0030] Combination Figure 2 , Figure 3 as well as Figure 8 The anti-derailment device includes a base plate 1, and a first tilting bracket 2, a control box 3, a first motor 5, a microcomputer 17, a laser rangefinder 18, and an acceleration sensor 19 mounted on the base plate 1. The base plate 1 is detachable by bolts and is horizontally mounted at the bottom of the train. The base plate 1 is rectangular, and four first tilting brackets 2 are respectively located at the four corners of the base plate 1, and the four first tilting brackets 2 are evenly distributed. Specifically, the first tilting bracket 2 includes a first rotating seat 4 and a first support rod 6 that are hinged to each other by a first hinge shaft; the four first rotating seats 4 are fixedly connected to the four corners of the base plate 1, and each first rotating seat 4 is hinged with a first support rod 6. Figure 2 The diagram shows the structure of the anti-derailment device in its non-working state. The four first support rods 6 are symmetrically arranged in pairs. In the non-working state, the two symmetrically arranged first support rods 6 rotate towards each other, and the first support rods 6 are close to the lower surface of the base plate 1. Each first support rod 6 is equipped with a corresponding first motor 5. The first motor rotor 20 of the first motor 5 is coaxially connected to the first hinge shaft. The first motor 5 can drive the first support rod 6 to rotate to the first working position. The end of the first support rod 6 away from the first rotating seat 4 is fixedly connected to a limit component. Figure 3The diagram shows the structure of the anti-derailment device in operation during the embodiment. When the first support rod 6 rotates from its non-operating state to its first operating position, the first motor 5 drives the first support rod 6 to rotate 90° around the first rotating seat 4. At this time, the limiting component engages with the track where the train is located in the width direction of the track. The control box 3 is located at the center of the base plate. The microcomputer 17, laser rangefinder 18, and accelerometer 19 are all strongly attracted to the magnetic base at the bottom of the control box 3 under magnetic action. The first motor 5, laser rangefinder 18, and accelerometer 19 are electrically connected to the microcomputer 17. The sides of the control box 3 are protected by tempered glass, and the laser probe of the laser rangefinder 18 can be used to illuminate the rail web to monitor its relative distance to the rail web. The microcomputer 17 receives the signal from the laser rangefinder 18 and calculates the relative distance between the vehicle body and the rail web. Specifically, the laser rangefinder 18 inside the control box 3 monitors the relative distance between the vehicle body and the track in real time, and the acceleration sensor 19 monitors the vibration acceleration of the vehicle body. The relative distance and vehicle acceleration data are returned to the microcomputer 17. Once either the relative distance or the vehicle acceleration exceeds the derailment safety threshold, the microcomputer 17 immediately controls the four first motors 5 of the anti-derailment device to start operating. Each of the four first motors 5 drives one of the four first support rods 6 to rotate to the first working position. At this time, the inner sides 16 of the rail webs of the two rails respectively abut against two limiting components. If the train moves in the width direction of the track, a limiting fit will be formed between the limiting components and the track. The track will block the limiting components in the direction of the train's displacement, preventing the train from derailing. Of course, in some embodiments, a certain distance can be maintained between the limiting components and the inner sides 16 of the rail webs. The microcomputer 17 contains the control system of this embodiment. The control system detects the train's driving status in real time through the laser rangefinder 18 and the acceleration sensor 19, and issues action commands to the first motors 5 according to the driving status. The first motor 5 is the first driving component of this invention. The laser rangefinder 18 is the distance detection device in this embodiment.

[0031] In some embodiments, the first support rod 6 is directly fixedly connected to the first motor rotor 20.

[0032] See Figures 4 to 7In this embodiment, the first flipping bracket 2 further includes a first locking structure. Specifically, the first locking structure includes a first locking hole 23 on the first rotating seat 4, a second locking hole 24 on the first support rod 6, and a first electric telescopic rod 21 on the upper part of the first motor 5. The first electric telescopic rod 21 is signal-connected to the microcomputer 17. When the first support rod 6 is in the first working position, the microcomputer 17 controls the first electric telescopic rod 21 to sequentially insert into the first locking hole 23 and the second locking hole 24. The first electric telescopic rod 21 restricts the rotation of the first support rod 6 relative to the first rotating seat 4. That is, when the first support rod 6 rotates to the first working position, the first locking structure locks the first rotating seat 4 and the first support rod 6 together. The first locking structure ensures that when the anti-derailment device is impacted, the first support rod 6 can be stably maintained in the first working position, preventing the train from derailing.

[0033] In some embodiments, the first locking structure includes a first pin and a first driving member. The first driving member is connected to the microcomputer 17 via a signal. The microcomputer 17 controls the first driving member to drive the first pin to perform insertion and extraction movements. When the first support rod 6 is in the first working position, the first driving member drives the first pin to be inserted into the first lock hole 23 and the second lock hole 24 in sequence. The first pin restricts the first support rod 6 from rotating relative to the first rotating seat 4.

[0034] Combination Figures 3 to 5 When the train is prone to derailment and the anti-derailment device is impacted, the strength of the first support rod 6 is insufficient for the first tilting bracket 2 to withstand the forces between the track and the train. Therefore, the first tilting bracket 2 needs structural reinforcement. Specifically, in this embodiment, the first tilting bracket 2 also includes a third rotating seat 14 and an inclined support rod. The inclined support rod includes a first rod segment 11 and a second rod segment 13 arranged sequentially along its length, and a spring damper 12 connecting the two. The third rotating seat 14 is mounted on the base plate 1, and the third rotating seat 14 and the first rotating seat 4 are arranged sequentially along the width direction of the track. An angle steel 7 is fixedly connected to the extended end of the first support rod 6. The angle steel 7 includes two mutually perpendicular connecting surfaces. The first support rod 6 is welded to one connecting surface of the angle steel 7, and the extended end of the first rod segment 11 is welded to the other connecting surface of the angle steel 7. The second rod segment 13 is hinged to the third rotating seat 14. A stable right-angled triangular connection structure is formed between the base plate 1, the first support rod 6, and the inclined support rod. The first support rod 6 can drive the inclined support rod to rotate around the third rotating seat 14. When the first support rod 6 rotates to the first working position and is impacted, the inclined support rod provides a stable reinforced support structure for the first support rod 6. Simultaneously, the spring damper 12 provides the first tilting bracket 2 with a certain buffering capacity, effectively improving the service life of the first tilting bracket 2. The spring damper 12 is the telescopic damper of this invention. In other embodiments, the telescopic damper can also be a hydraulic damper or other known types of dampers.

[0035] In combination Figures 2 to 5 In this embodiment, the limiting assembly includes a second rotating seat 9, an anti-derailment wheel 10, a second support rod 15, and a second motor 8. The second rotating seat 9 is welded to the angle steel 7, and the second rotating seat 9 and the first support rod 6 are located on opposite sides of the angle steel 7. One end of the second support rod 15 is hinged to the second rotating seat 9 through a second hinge shaft, and the second support rod 15 is fixedly connected to the second hinge shaft. The other end of the second support rod 15 is fixedly connected to the anti-derailment wheel 10, and the anti-derailment wheel 10 is coaxially arranged with the second support rod 15. The second motor 8 is fixed to one side of the second rotating seat 9. The second motor 8 includes a second motor rotor, which is coaxially connected to the second hinge shaft. The second motor 8 drives the second support rod 15 to rotate around the second rotating seat 9. When the first support rod 6 rotates to the first working position, the second motor 8 drives the second support rod 15 to rotate around the second rotating seat 9 to the second working position. At this time, the rotation axes of the second support rod 15, the first support rod 6, and the anti-derailment wheel 10 are coaxial and perpendicular to the horizontal plane. The outer edge of the anti-derailment wheel 10 abuts against the inner side 16 of the rail web. The anti-derailment wheel 10 cooperates with the rail limit and can roll along the extension direction of the rail on the inner side 16 of the rail web. The anti-derailment wheel 10 can cooperate with the rail limit to prevent the train from derailing, and also convert the sliding friction between the limit component and the rail into rolling friction, reducing the frictional resistance for the train to continue moving forward. At the same time, the rotational connection between the second support rod 15 and the second rotating seat 9 reduces the space occupied by the limit component. The second motor 8 is the second driving component of the present invention. The anti-derailment wheel 10 is the rotating wheel of the present invention.

[0036] See Figure 5 In this embodiment, the outer edge of the anti-derailment wheel 10 abuts against the inner side 16 of the rail web of the track. The anti-derailment wheel 10 and the top of the rail of the track are in a vertical upper limit engagement. When the train has an upward displacement, the top of the rail 22 abuts against the side of the anti-derailment wheel 10. The top of the rail 22 blocks the anti-derailment wheel 10 in the upward direction, thereby limiting the train from moving upward and derailing.

[0037] In some embodiments, the anti-derailment wheel 10 is made of rubber material, which has a certain elasticity and can play a certain buffering role during impact.

[0038] Of course, the force of the second motor 8 alone is insufficient to stabilize the second support rod 15 in the second working position. Therefore, in this embodiment, the limiting component further includes: a second locking structure, which includes a third locking hole 25 on the second rotating seat 9 and a fourth locking hole on the second support rod 15, and a second electric telescopic rod on the second motor 8. The second electric telescopic rod is electrically connected to the microcomputer 17. When the second support rod 15 rotates to the second working position, the microcomputer 17 controls the second electric telescopic rod to sequentially insert into the third locking hole 25 and the fourth locking hole, thereby restricting the rotation of the second support rod 15 relative to the second rotating seat 9.

[0039] In some embodiments, the second locking structure includes a second pin and a second driving member. The second driving member is connected to the microcomputer 17 via a signal. The microcomputer 17 controls the second driving member to drive the second pin to perform insertion and extraction movements. When the second support rod 15 is in the second working position, the second driving member drives the second pin to be inserted into the third lock hole 25 and the fourth lock hole in sequence. The second pin restricts the second support rod 15 from rotating relative to the second rotating seat 9.

[0040] The working principle of the anti-derailment device in this embodiment will be explained in detail below:

[0041] Figures 1 to 5 As shown, the laser rangefinder 18 inside the control box 3 monitors the relative distance between the train body and the track in real time, and the acceleration sensor 19 monitors the vibration acceleration of the train body. It also returns the relative distance and acceleration data to the microcomputer 17. Once either the relative distance or the acceleration exceeds the derailment safety threshold, the microcomputer 17 immediately controls the four first motors 5 to start operating. The first motor rotor 20 of the first motor 5 rotates the first support rod 6 fixed to it to a first working position perpendicular to the base plate 1 at 90°. The first rod segment 11, the spring damper 12, and the second rod segment 13 also rotate due to the rotation of the first motor 5. When rotated to the working position, the first electric telescopic rod 21 on the upper part of the first motor 5 will also quickly extend and lock into the first locking hole 23 and the second locking hole 24. At this point, the connection between the first support rod 6 and the first rotating seat 4 changes from a hinged connection to a rigid connection. Then, the second support rod 15 is also rotated 90° by the second motor 8 to the second working position. At this time, the second electric telescopic rod quickly extends and locks into the third locking hole 25 and the fourth locking hole. At this time, the connection between the second support rod 15 and the second rotating seat 9 changes from a hinged connection to a rigid connection. The anti-derailment wheel 10 is now in the working limit state, which can limit the lateral displacement of the train wheelset and the rail. During the process of the anti-derailment wheel 10 being limited inside the rail web, the laser rangefinder 18 and the acceleration sensor 19 will monitor the relative distance between the vehicle's center of gravity and the two rails and the vibration acceleration of the vehicle body in real time. If the data returned to the microcomputer 17 by the two does not exceed the derailment threshold, the microcomputer 17 will control the first motor 5 and the second motor 8. First, the second electric telescopic rod retracts, then the second motor 8 rotates the second motor rotor to return the anti-derailment wheel 10 to the initial state. Then, the first electric telescopic rod 21 retracts, and the first motor 5 rotates the first motor rotor 20 to return the first support rod 6, the first rod segment 11, the spring damper 12, and the second rod segment 13 to the initial state of non-working state. At this point, the anti-derailment process is completed.

[0042] In summary, most existing anti-derailment devices fail to achieve the desired anti-derailment effect due to insufficient limiting or are prone to deformation due to structural problems. Furthermore, trains frequently experience shaking, impacts, and wear during operation. Compared to existing anti-derailment devices, this invention offers the following advantages:

[0043] 1. Compared with some existing derailment warning devices and anti-derailment devices installed on the track, the anti-derailment device of the present invention can be detachably installed on the chassis of the freight train, which is more practical. Because it uses anti-derailment wheels for limiting, it can buffer the train when it is about to derail at high speed and continuously consume energy.

[0044] 2. Compared with the existing anti-derailment devices that are non-foldable and located at the bottom of the train, the anti-derailment device of the present invention, in the non-working state, has the first support rod 6 extending horizontally and close to the bottom of the train, so that the anti-derailment device does not occupy too much vertical space at the bottom of the train. Therefore, in the non-working state, the anti-derailment device can avoid collision with foreign objects on the railway line and does not come into contact with the track, thus reducing its working time and extending its service life. When the control system detects that the train is at risk of derailment, the anti-derailment device can immediately switch to the working state to prevent the train from derailing.

[0045] 3. The triggering system of the present invention adopts dual triggering: an acceleration sensor monitors the vibration acceleration of the vehicle body, and a laser rangefinder monitors the distance between the vehicle body and the rails when the train is running. Once the vibration acceleration of the vehicle body or the distance between the center of gravity of the vehicle body and the rails on both sides exceeds the limit, the limiting component will restrict the lateral and vertical movement between the train wheelset and the rails. The anti-derailment performance is stable and can improve the driving safety and transportation efficiency of heavy-duty freight trains.

[0046] 4. This invention combines sensors, microcomputers, and limit components. The microcomputer controls each motor to achieve the operation of the components, thus achieving intelligent control. Furthermore, it employs a diagonal support rod with a spring damper in the lateral direction, which can quickly dissipate the energy generated by the impact between the anti-derailment wheel and the inner side 16 of the rail web during the anti-derailment process. It also increases the lateral stiffness and stability of the entire anti-derailment device, thereby reducing the degree of damage to the anti-derailment device during operation and enhancing its durability.

[0047] Although the invention has been described with reference to preferred embodiments, various modifications can be made and components can be replaced with equivalents without departing from the scope of the invention. In particular, the technical features mentioned in the various embodiments can be combined in any manner as long as there is no structural conflict. The invention is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. A derailment prevention device, installed at the bottom of a train, characterized in that, include: A first flipping bracket, the first flipping bracket including a first rotating seat and a first support rod that are hinged to each other; A limiting component is disposed at the end of the first support rod away from the first rotating seat; A first driving member, capable of rotating the first support rod to a first working position; when the first support rod is in the first working position, the limiting component and the track are in a limiting engagement in the width direction of the track; and... The control system is electrically connected to the first drive component. When the control system detects that the train is at risk of derailment, the control system drives the first drive component to rotate the first support rod from the bottom of the train to a first working position. The first flipping bracket further includes: A third rotating seat, wherein the third rotating seat is disposed at the bottom of the train, and the third rotating seat and the first rotating seat are arranged sequentially along the width direction of the track; and, An inclined support rod, one end of which is hinged to the third rotating seat, and the other end of which is fixedly connected to the first support rod, wherein the first support rod drives the inclined support rod to rotate around the third rotating seat; The inclined support includes a first segment and a second segment arranged sequentially along its length, and the first segment and the second segment are connected by a telescopic damper. The limiting component restricts the lateral and vertical movement between the train wheelset and the track; The first locking structure locks the first rotating seat and the first support rod together when the first support rod rotates to the first working position. The limiting component includes: A rotating wheel is disposed at the extended end of the first support rod. When the first support rod rotates to the first working position, the axis of the rotating wheel is perpendicular to the horizontal plane and the outer edge of the rotating wheel abuts against the track. The second rotating seat is connected to the end of the first support rod away from the first rotating seat; A second support rod, one end of which is hinged to the second rotating seat, and the rotating wheel is disposed at the other end of the second support rod; and... When the first support rod is in the first working position, the second driving member drives the second support rod to rotate around the second rotating seat to the second working position, and the axis of the rotating wheel is perpendicular to the horizontal plane and the outer edge of the rotating wheel abuts against the track.

2. The anti-derailment device according to claim 1, characterized in that, The first locking structure includes: First pin and first driving component; A first locking hole is provided on the first rotating seat; and, A second locking hole is provided on the first support rod; When the first support rod is in the first working position, the first driving member drives the first pin to be inserted into the first lock hole and the second lock hole in sequence, and the first pin restricts the first support rod from rotating relative to the first rotating seat.

3. The anti-derailment device according to claim 1, characterized in that, The limiting component also includes: The second locking structure includes a second driving member, a second pin, a third locking hole on the second rotating seat, and a fourth locking hole on the second support rod. When the second support rod rotates to the second working position, the second driving member drives the second pin to be inserted into the third locking hole and the fourth locking hole in sequence, and the second pin restricts the second support rod from rotating relative to the second rotating seat.

4. The anti-derailment device according to claim 1 or 2, characterized in that, The control system includes: A distance detection device is installed at the bottom of the train to detect the distance between the train and the track. The control system issues an action command to the first drive component based on the distance.

5. The anti-derailment device according to claim 4, characterized in that, The control system further includes: An acceleration sensor is used to detect the vibration acceleration of the train; When either the distance or the vibration acceleration exceeds a set threshold, the control system issues an action command to the first drive component.

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