Train obstacle and derailment detection integrated system

Abstract

The application provides a train obstacle and derailment detection integrated system. The train obstacle and derailment detection integrated system comprises an integrated system suspension device, an obstacle detection device, a derailment detection device, an induction coil, a signal triggering device and a train control system. The integrated system suspension device is arranged on a vehicle bogie at the front of a vehicle. The obstacle detection device and the derailment detection device are arranged on the integrated system suspension device. The signal output ends of the obstacle detection device and the derailment detection device are connected with the induction coil cable, and the coil cable transmits signals to the train control system through a transmission cable.

Description

Technical Field

[0001] This invention proposes an integrated system for detecting train obstacles and derailments, belonging to the field of train obstacle detection technology. Background Technology

[0002] Trains running on tracks are susceptible to accidents. For example, they may encounter obstacles that endanger operational safety or even cause derailment, or derailments may occur due to reasons other than obstacles, resulting in significant loss of life and property. Preventing accidents is a major issue in train safety. Currently, solutions in this field mainly fall into two categories: "active detection" technology and "passive detection" technology. "Active detection" technology refers to proactively sensing impending accidents and using technologies such as radar detection and imaging recognition deployed at the front of the train to detect them in advance and "inform" the train control system, allowing for preventative measures. However, if an accident is unavoidable, whether the above two situations occur simultaneously or individually, timely detection by the train control system to immediately cut off the power system and implement emergency braking to prevent secondary disasters is equally important. This type of preventative technology is called "passive detection" technology. As a necessary supplement to "active detection" technology, "passive detection" technology is currently widely used in the field of rail transit vehicles.

[0003] This invention relates to a second type of technology, namely "passive detection" technology. Currently, passive detection technology also has two applications: obstacle detection devices and derailment detection devices. These two devices are respectively arranged at the front of the running train, each performing its own detection function. This results in the need to arrange two sets of detection devices in the same space at the front of the train, leading to complex detection equipment, high costs, difficult maintenance, and high operating costs. Summary of the Invention

[0004] This invention provides an integrated system for train obstacle and derailment detection, which integrates obstacle detection and derailment detection within the same mechanical and signal detection structure. This solves the problems of existing technologies that require two separate devices, resulting in redundant mechanisms, bulky and complex structures, and difficulties in maintenance and repair. The technical solution adopted is as follows:

[0005] An integrated system for detecting train obstacles and derailments includes an integrated system suspension device 1, an obstacle detection device, a derailment detection device 5, an integrated magnetic head sensor tail cable 6, a signal transmission cable 7, an integrated detection host 8, and an integrated detection relay interface 9. The integrated system suspension device 1 is located at the end of the bogie bolster 15 at the front of the train. The obstacle detection device and the derailment detection device 5 are mounted on the integrated system suspension device 1. Each of the obstacle detection device and the derailment detection device 5 consists of two independent systems, symmetrically and independently suspended on the integrated system suspension device 1. The two independent detection systems are connected to a single obstacle detection crossbar 21. The detection signals from the obstacle detection device and the derailment detection device 5 are output through the integrated magnetic head sensor tail cable 6. The integrated magnetic head sensor tail cable 6 is connected to the signal transmission cable 7 to transmit the signal to the train control system 10.

[0006] Furthermore, an obstacle and derailment detection integrated system 16 is installed at the end of the bogie bolster 15 of the vehicle. Each side of the bogie bolster 15 is equipped with an integrated system with obstacle detection and derailment detection functions. There is one integrated system on each side and they are connected by an obstacle detection crossbar 21.

[0007] Furthermore, the integrated system suspension device 1 includes an integrated system suspension transition arm 11, an integrated system suspension arm 12, and an integrated system magnetic head sensor mounting base 13; the integrated system suspension arm 12 is mounted to the vehicle bogie 14 via the integrated system suspension transition arm 11; and the integrated system magnetic head sensor mounting base 13 is mounted on the integrated system suspension arm 12.

[0008] Furthermore, the obstacle detection device includes an obstacle detection device 2 and an integrated magnetic head sensor 3; the obstacle detection device 2 is installed on the integrated system suspension transition arm 11 of the integrated system suspension device 1; the integrated magnetic head sensor 3 is installed on the integrated system magnetic head sensor mounting base 13 of the integrated system suspension device 1.

[0009] Furthermore, the obstacle detection device includes an obstacle detection crossbar 21, a magnetic head sensing rod 22, and a preload elastic component 23; the obstacle detection crossbar 21 is connected to the magnetic head sensing rod 22, and after connection, it is suspended on the preload elastic component 23; the preload elastic component 23 is confined within a preload limiting device 26 and installed on the obstacle detection device. Specifically, it is installed on the back plate 25 of the integrated system suspension device.

[0010] Furthermore, the integrated magnetic head sensor 3 includes a first set of sensing probes and a second set of sensing probes; wherein, the first set of sensing probes serves as an obstacle detection device; and the second set of sensing probes serves as sensing probes in the derailment detection device 5.

[0011] Furthermore, the sensing surface of the first set of sensing probes faces the magnetic head sensing rod 22; the sensing surface of the second set of sensing probes faces the upper surface of the running track 52.

[0012] Furthermore, the first set of sensing probes consists of side auxiliary sensing coils 41 and 42; the second set of sensing probes consists of front main sensing coils 511 and 512; the power of the first set of side auxiliary sensing coils 41 and 42 is less than the power of the second set of sensing probes.

[0013] Furthermore, the obstacle sensing device 4 includes two sets of side auxiliary induction coils 41 and 42; the wires of the two sets of side auxiliary induction coils 41 and 42 are respectively electrically connected to the tail cable 6 of the integrated magnetic head sensor; wherein, the obstacle sensing device 4 is the first set of sensing probes.

[0014] Furthermore, the derailment detection device 5 includes a derailment sensing device 51; the derailment sensing device 51 includes front main induction coils 511 and 512, and wires for the front main induction coils 511 and 512; the front main induction coils 511 and 512 are arranged perpendicularly to each other with a gap between them and the side auxiliary induction coils 41 and 42; the wires for the front main induction coils 511 and 512 are twisted together with the wires for the side auxiliary induction coils 41 and 42 and connected to the input end of the integrated magnetic head sensor tail cable 6; wherein, the derailment sensing device 51 is the second set of sensing probes.

[0015] Furthermore, the front main induction coils 511 and 512, the wires of the front main induction coils 511 and 512, the side auxiliary induction coils 41 and 42, and the wires of the side auxiliary induction coils 41 and 42, along with the input terminal of the integrated magnetic head sensor tail cable 6, are all encapsulated within the integrated magnetic head sensor housing 510.

[0016] Furthermore, the train control system includes an integrated magnetic head sensor tail cable 6, a signal transmission cable 7, an integrated detection host 8, an integrated detection relay interface 9, and a train control system 10; wherein, one end of the integrated magnetic head sensor tail cable 6 is electrically connected to the induction coil wire; the integrated magnetic head sensor tail cable 6 is electrically connected to the input end of the signal transmission cable 7; the output end of the signal transmission cable 7 is electrically connected to the integrated detection host 8; the integrated detection host 8 transmits signals to the train control system 10 through the integrated detection relay interface 9; the train control system 10 is an existing component of the train control system.

[0017] Beneficial effects of this invention:

[0018] The integrated train obstacle and derailment detection system proposed in this invention utilizes an obstacle detection device and an obstacle sensing device mounted on an obstacle detection suspension assembly. The obstacle sensing device employs a magnetic head sensor, enhancing its operational stability and thus effectively improving the stability of obstacle detection operations. Furthermore, because the magnetic head sensor's detection signal remains unaffected by its environment or train vibrations, the obstacle sensing device and its corresponding obstacle detection system are less susceptible to changes in environmental factors, effectively improving the accuracy and reliability of obstacle detection. This makes detection more accurate and reliable, allowing it to play a more significant role in this field and greatly reducing losses from secondary disasters caused by train collisions with obstacles.

[0019] Meanwhile, this invention discloses for the first time an integrated system for detecting train obstacles and derailments, greatly simplifying the system structure by avoiding redundant equipment arrangements. It also for the first time fully utilizes the front and side surfaces of the magnetic head sensor to form a main and auxiliary coil arrangement structure, detecting derailments and obstacles separately. This maximizes the high reliability and sensitivity of the magnetic head sensor, significantly improving the accuracy of system detection and reducing the probability of false alarms and missed alarms in both obstacle and derailment detection systems. The increased integration of the equipment reduces system costs, while improved system safety, availability, and maintainability enhance transportation safety and efficiency, saving transportation costs. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the installation of the integrated train obstacle and derailment detection system described in this invention;

[0021] Figure 2 This is a schematic diagram of the integrated train obstacle and derailment detection system described in this invention;

[0022] Figure 3 This is a schematic diagram of the mechanical and detection system structure of the integrated system described in this invention;

[0023] Figure 4 This is a schematic diagram of the pre-compression elastic component described in this invention;

[0024] Figure 5 This is a schematic diagram of the integrated magnetic head sensor described in this invention;

[0025] Figure 6 This is a schematic diagram of the system structure and transmission process described in this invention;

[0026] 1. Integrated system suspension device; 2. Obstacle detection device; 3. Integrated magnetic head sensor; 4. Obstacle sensing device; 5. Derailment detection device; 6. Integrated magnetic head sensor tail cable; 7. Signal transmission cable; 8. Integrated detection host; 9. Integrated detection relay interface; 10. Train control system; 11. Integrated system suspension transition arm; 12. Integrated system suspension arm; 13. Integrated system magnetic head sensor mounting base; 14. Vehicle bogie; 15. Vehicle bogie bolster; 16. Integrated obstacle and derailment detection system; 21. Obstacle detection crossbar; 22. Sensing rod; 23. Preload elastic component; 24. Integrated system suspension device housing; 25. Integrated system suspension device back plate; 26. Preload limit device; 41. Side auxiliary induction coil; 42. Side auxiliary induction coil; 51. Derailment sensing device; 52. Running rail; 510. Integrated magnetic head sensor housing; 511. Front main induction coil; 512. Front main induction coil. Detailed Implementation

[0027] The preferred embodiments of the present invention will be described below with reference to the accompanying drawings. It should be understood that the preferred embodiments described herein are for illustration and explanation only and are not intended to limit the present invention.

[0028] This invention proposes an integrated system for detecting train obstacles and derailments, as shown in the figure. The integrated system includes an integrated system suspension device 1, an obstacle detection device, a derailment detection device 5, an integrated magnetic head sensor 3, a signal transmission cable 7, and an integrated detection host 8. The integrated system suspension device 1 is mounted on the vehicle bogie 14 at the front of the train. The obstacle detection device and the derailment detection device are mounted on the integrated system suspension device 1. The signal output terminals of the obstacle detection device and the derailment detection device 5 transmit sensing signals to the train control system 10 via the tail cable 6 of the integrated magnetic head sensor. The train control system 10 includes the signal transmission cable 7, the integrated detection host 8, an integrated detection relay interface 9, and the train control system itself. One end of the signal transmission cable 7 is electrically connected to the tail cable 6 of the integrated magnetic head sensor; the other end of the signal transmission cable 7 is electrically connected to the integrated detection host 8. The integrated detection host 8 transmits signals to the train control system 10 through the integrated detection relay interface 9.

[0029] Specifically, the output end of the integrated magnetic head sensor tail cable 6 is connected to the input end of the integrated detection host 8 via the signal transmission cable 7, the output end of the integrated detection host 8 is connected to the input end of the integrated detection relay interface 9, and the output end of the integrated detection relay interface 9 is connected to the input end of the existing train control system 10.

[0030] The integrated system suspension device 1 includes an integrated system suspension transition arm 11, an integrated system suspension arm 12, and an integrated system magnetic head sensor mounting base 13; the integrated system suspension arm 12 is mounted to the vehicle bogie bolster 15 via the integrated system suspension transition arm 11; the integrated system magnetic head sensor mounting base 13 is mounted on the integrated system suspension arm 12.

[0031] Meanwhile, the obstacle detection device includes an obstacle detection device 2 and an integrated magnetic head sensor 3; the obstacle detection device 2 is installed on the integrated system suspension arm 12 of the integrated system suspension device 1; the integrated magnetic head sensor 3 is installed on the integrated system magnetic head sensor mounting base 13 of the integrated system suspension device 1.

[0032] The obstacle detection device 2 includes an obstacle detection crossbar 21, a magnetic head sensing rod 22, and a preload elastic component 23. An integrated system suspension device housing 24 is connected to one end of the obstacle detection crossbar 21. The obstacle detection crossbar 21 is suspended on the preload elastic component 23, which is suspended on the integrated system suspension device 1. The preload elastic component 23 is confined within a preload limiting device 26. Specifically, the preload elastic component 23 is suspended on the obstacle detection suspension arm 12 of the integrated system suspension device 1. The magnetic head sensing rod 22 is connected to the obstacle detection crossbar 21.

[0033] The integrated magnetic head sensor 3 includes a first set of sensing probes and a second set of sensing probes; wherein, the first set of sensing probes serves as an obstacle detection device; and the second set of sensing probes serves as a derailment detection device 5. The sensing surface of the first set of sensing probes faces the magnetic head sensing rod 22; and the sensing surface of the second set of sensing probes faces the upper surface of the running track 52.

[0034] Specifically, the first set of sensing probes consists of side auxiliary sensing coils 41 and 42; the second set of sensing probes consists of front main sensing coils 511 and 512; the power of the first set of side auxiliary sensing coils 41 and 42 is less than the power of the second set of sensing probes.

[0035] The system collects real-time data during train obstacle detection and train derailment detection, and preprocesses the real-time data to obtain preprocessed data.

[0036] The train derailment detection rate is calculated based on the preprocessed data. Feedback is generated based on the train derailment detection rate. The train obstacle and derailment detection integrated system adjusts the detection coefficient based on the train derailment detection rate and optimizes the detection integrated system.

[0037] The formula for calculating the derailment detection rate is:

[0038] ;

[0039] Among them, T v For derailment detection rate, G s G is the actual measured height of the track. Y The standard height of the track is preset, where L is the perpendicular distance between the track and the wheel, and P is the standard height. g Let L be the actual observation distance, and P be the distance to L. y R is the preset distance of L. q This is the preset standard radius of curvature.

[0040] The working principle of the above technical solution; This embodiment proposes an integrated system for train obstacle and derailment detection, including: an obstacle detection device, a derailment detection device, and an integrated device; The obstacle detection device includes: an obstacle detection crossbar, a magnetic head sensing rod, a preload elastic component, and a first set of sensing probes of a magnetic head sensor; The derailment detection device includes: a second set of sensing probes of a magnetic head sensor, and may further include a running rail corresponding to the second set of sensing probes;

[0041] The magnetic head sensor is an integrated magnetic head sensor 3. The integrated magnetic head sensor 3 integrates an obstacle detection magnetic head sensor and a derailment detection magnetic head sensor into one unit. Specifically, it includes: a front induction coil and front induction coil wires of a second set of sensing probes, and a side auxiliary induction coil and side auxiliary induction coil wires of a first set of sensing probes. The front induction coil and the side auxiliary induction coils are arranged perpendicularly to each other within the same magnetic head sensor. Arranging the front and side induction coils within the same magnetic head sensor allows the same magnetic head to simultaneously trigger the detection of obstacles and / or the detection of whether the train has derailed, thus achieving the purpose of "integration." The advantage of the perpendicular arrangement is that the two sets of induction coils with different purposes within the same confined magnetic head housing do their own work without interference. The front induction coil is an integrated magnetic head. The sensor has a main induction coil; the induction surface of the main induction coil is consistent with the upper surface of the integrated magnetic head sensor; the integrated magnetic head sensor is arranged on the integrated system suspension device at the front end of the bogie 14 of the train; the main induction coil of the integrated magnetic head sensor is mounted on the magnetic head mounting seat of the integrated suspension device with its induction surface facing down and directly opposite the running rail, the running rail being a component of the train's track; when the main induction coil deviates from the running rail, a derailment signal is immediately triggered; the output wire of the main induction coil is twisted with the output wire of the auxiliary induction coil and electrically connected to the input end of the magnetic head tail cable; the output end of the magnetic head sensor tail cable 6 is connected to the input end of the transmission cable; the output end of the signal transmission cable 7 is connected to the input end of the integrated detection host 8; the output end of the integrated detection host 8 is connected to the input end of the integrated relay interface; and the output end of the integrated relay interface is connected to the input end of the existing train control system. The side-mounted auxiliary induction coil is an integrated magnetic head sensor auxiliary induction coil, which faces the magnetic head sensing rod. The magnetic head sensing rod is connected to the obstacle detection crossbar. The obstacle detection crossbar is connected to the preload elastic component. The preload elastic component is confined within the preload limiting device 26. The magnetic head sensing rod immediately triggers an obstacle detection signal as it moves away from the auxiliary induction coil along with the detection crossbar. The output wire of the auxiliary induction coil is twisted together with the output wire of the main induction coil and connected to the input end of the magnetic head tail cable. The output end of the magnetic head tail cable is connected to the detection host via a signal transmission cable, thus achieving the integration of two systems. The derailment detection rate is calculated using the formula: derailment detection rate, actual track measured height, preset track standard height, vertical distance between track and wheel, actual observation distance L, preset distance L, and preset standard radius of curvature. Based on the derailment detection rate, a real-time warning is issued to the system. The system takes emergency response measures based on the warning information to ensure train safety.

[0042] The above technical solution has the following effect: The train obstacle and derailment detection integrated system proposed in this embodiment integrates the obstacle detection device and the derailment detection device through the same suspension device, sharing a single magnetic head sensor. Two sets of coils are arranged within the magnetic head sensor: one is a front-facing induction coil (main coil), and the other is a side-facing auxiliary induction coil (auxiliary coil). The two sets of induction coils are arranged perpendicularly to each other, separated by a gap. The main coil has higher power and a longer detection distance, and its orientation within the magnetic head is consistent with the positive direction of the magnetic head. It is the derailment induction coil, with its sensing surface facing downwards towards the upper surface of the running rail, used for derailment detection. During operation, it always senses the presence of the running rail. If the sensing target is momentarily lost, a derailment signal is generated and transmitted to the main board via the magnetic head cable for calculation and processing. Then, within a very short time (milliseconds), a derailment command is sent to the train control system through a relay device, and the train implements emergency braking. The secondary coil, with lower power and a shorter detection distance, is an obstacle induction coil positioned on the side of the magnetic head, with its sensing surface facing the obstacle sensing rod. The sensing rod moves with the obstacle detection crossbar. Once the crossbar is impacted by an obstacle and displaced, the sensing rod moves accordingly, causing the secondary coil to momentarily lose its sensing target and generate an obstacle detection signal, which is transmitted to the main unit. Similar to the main coil signal transmission process, the signal is then sent to the train control system. A preloaded elastic component controls the detection crossbar and sensing rod. The preload raises the trigger threshold, preventing accidental triggering due to vibration during train operation. The elastic component's function is to generate displacement when the impact force reaches the trigger condition, thus triggering the signal. The preload limit device 26 limits the preload value and displacement of the elastic component. This achieves the technical and physical integration of obstacle detection and derailment detection.

[0043] Meanwhile, this design significantly simplifies the system structure by avoiding redundant equipment placement. For the first time, it fully utilizes the front and side of the magnetic head sensor to form a main and auxiliary coil arrangement, separately detecting derailment and obstacles. This maximizes the high reliability and sensitivity of the magnetic head sensor, greatly improving the system's detection accuracy and reducing false alarms and missed alarms in both obstacle and derailment detection systems. Increased equipment integration lowers system costs, while improved system safety, availability, and maintainability enhance transportation safety and efficiency, saving transportation costs and demonstrating high practical value. (The formula is used to illustrate this.) The derailment index, which includes track height, derailment index, and radius of curvature, can be calculated using the formula. The average derailment index, which combines track height and radius of curvature, can be calculated, and then the train derailment rate can be calculated. By calculating the train derailment rate, the probability of accidents is greatly reduced, saving detection costs while ensuring train safety.

[0044] In one embodiment of the present invention, the obstacle detection device and the derailment detection device share a set of integrated magnetic head sensor 3 as a signal sensing device. Specifically, the obstacle detection device 4 includes a side auxiliary induction coil 41 and a side auxiliary induction coil 42; the dual set of side auxiliary induction coils can achieve a 2-out-of-2 signal system, ensuring system reliability. The side auxiliary induction coils 41 and 42 are electrically connected to the tail cable 6 of the integrated magnetic head sensor through the wires of the side auxiliary induction coils 41 and 42. The obstacle sensing device 4 is the first set of sensing probes.

[0045] Meanwhile, the derailment detection device 5 includes a derailment sensing device 51; the derailment sensing device 51 includes front main induction coils 511 and 512, and wires for the front main induction coils 511 and 512; the front main induction coils 511 and 512 are arranged perpendicularly to each other with a gap between them and the side auxiliary induction coils 41 and 42; the wires for the front main induction coils 511 and 512 are twisted together with the wires for the side auxiliary induction coils 41 and 42 and connected to the input end of the integrated magnetic head sensor tail cable 6; wherein, the derailment sensing device 51 is the second set of sensing probes.

[0046] Furthermore, the front main induction coils 511 and 512, the wires of the front main induction coils 511 and 512, the side auxiliary induction coils 41 and 42, and the wires of the side auxiliary induction coils 41 and 42, along with the input terminal of the integrated magnetic head tail cable, are all encapsulated within the integrated magnetic head sensor housing 510.

[0047] The obstacle detection device and the derailment detection device share an integrated magnetic head sensor 3. The integrated magnetic head sensor 3 contains two sets of coils: one set is the main induction coil (front-facing), and the other is the auxiliary induction coil (side-facing). The two sets of induction coils are arranged perpendicularly to each other, with the sensing surface of the main coil facing the same direction as the magnetic head. The main coil, with higher power and a longer detection distance, is the derailment induction coil, while the auxiliary coil, with lower power and a shorter detection distance, is the obstacle induction coil. The output wires of the main coil and the auxiliary coil are connected to the input end of the magnetic head tail cable. The output end of the integrated magnetic head sensor tail cable 6 is connected to the input end of the integrated detection host 8 via a signal transmission cable 7. The output end of the integrated detection host 8 is connected to the relay input end, and the relay output end is connected to the train control system input end.

[0048] Obviously, those skilled in the art can make various modifications and variations to this invention without departing from its spirit and scope. A simple example is the pre-compression elastic component, which includes both plate spring structures and helical spring structures. Therefore, if these modifications and variations of this invention fall within the scope of the claims of this invention and their equivalents, then this invention also intends to include these modifications and variations.

Claims

1. An integrated system for detecting train obstacles and derailments, characterized in that, The integrated system for detecting train obstacles and derailments includes an integrated system suspension device (1), an obstacle detection device, a derailment detection device (5), an integrated magnetic head sensor tail cable (6), a signal transmission cable (7), an integrated detection host (8), and an integrated detection relay interface (9). The integrated system suspension device (1) is located at the end of the bogie bolster (15) at the front of the train. The obstacle detection device and the derailment detection device (5) are located on the integrated system suspension device (1). Each of the obstacle detection device and the derailment detection device (5) consists of two independent systems, which are symmetrically and independently suspended on the integrated system suspension device (1). The two independent detection systems are connected to an obstacle detection crossbar (21). The detection signals of the obstacle detection device and the derailment detection device (5) are output through the integrated magnetic head sensor tail cable (6). The integrated magnetic head sensor tail cable (6) is connected to the signal transmission cable (7) to transmit the signal to the train control system (10). The obstacle detection device includes an obstacle detection device (2) and an obstacle sensing device (4); the obstacle detection device (2) includes an obstacle detection crossbar (21), a magnetic head sensing rod (22), and a pre-compression elastic component (23); the obstacle sensing device (4) includes two sets of side auxiliary induction coils (41) and (42); the two sets of side auxiliary induction coils (41) and (42) are encapsulated in an integrated magnetic head sensor (3); the integrated magnetic head sensor (3) is mounted on the integrated system magnetic head sensor mounting base (13); The derailment detection device (5) includes a derailment sensing device (51) and a running rail (52); the derailment sensing device (51) includes two sets of front main induction coils (511) and (512); the two sets of front main induction coils (511) and (512) are encapsulated in an integrated magnetic head sensor (3); the running rail (52) is a component of the track; The integrated magnetic head sensor (3) includes two sets of side auxiliary induction coils (41) and (42) and two sets of front main induction coils (511) and (512); the two sets of side auxiliary induction coils (41) and (42) are the first set of induction probes; the two sets of front main induction coils (511) and (512) are the second set of induction probes; wherein, the first set of induction probes serves as an obstacle sensing device; the second set of induction probes serves as the induction probes in the derailment detection device (5); The two sets of front main induction coils (511) and (512) and the side auxiliary induction coils (41) and (42) are arranged perpendicularly to each other with a gap between them; the two sets of front main induction coils (511) and (512) and the two sets of side auxiliary induction coils (41) and (42) are encapsulated in the same integrated magnetic head sensor housing (510); the wires of the front main induction coils (511) and (512) are twisted together with the wires of the side auxiliary induction coils (41) and (42) and connected to the input end of the magnetic head sensor tail cable (6).

2. The integrated train obstacle and derailment detection system according to claim 1, characterized in that, The integrated system suspension device (1) includes an integrated system suspension transition arm (11), an integrated system suspension arm (12), and an integrated system magnetic head sensor mounting base (13); the integrated system suspension arm (12) is mounted on the integrated system suspension transition arm (11); the integrated system suspension transition arm (11) is mounted on the vehicle bogie bolster (15); and the integrated system magnetic head sensor mounting base (13) is mounted on the integrated system suspension arm (12).

3. The integrated train obstacle and derailment detection system according to claim 1, characterized in that, The derailment detection device (5) is integrated together with the integrated magnetic head sensor (3); the obstacle and derailment detection integrated system (16) is arranged in two sets symmetrically on the two bogie bolsters (15) on the vehicle bogie (14), wherein each system can independently complete the obstacle detection and derailment detection functions; the two detection systems are connected by a common obstacle detection crossbar (21).

4. The integrated train obstacle and derailment detection system according to claim 3, characterized in that, The obstacle detection crossbar (21), the magnetic head sensing rod (22), and the preload elastic component (23) are connected; the preload elastic component (23) is limited by the preload limiting device (26) to control the magnitude of the preload and the magnitude of the displacement.

5. The integrated train obstacle and derailment detection system according to claim 1, characterized in that, The sensing surface of the first set of sensing probes faces the magnetic head sensing rod (22); the sensing surface of the second set of sensing probes faces the upper surface of the running track (52).

6. The integrated train obstacle and derailment detection system according to claim 1, characterized in that, The first set of sensing probes consists of side auxiliary sensing coils (41) and (42); the second set of sensing probes consists of front main sensing coils (511) and (512); the power of the first set of side auxiliary sensing coils (41) and (42) is less than the power of the second set of sensing probes.

7. The integrated train obstacle and derailment detection system according to claim 6, characterized in that, The obstacle sensing device (4) includes two sets of side auxiliary induction coils (41) and (42); the wires of the two sets of side auxiliary induction coils (41) and (42) are electrically connected to the magnetic head sensor tail cable (6); wherein, the obstacle sensing device (4) is the first set of sensing probes.

8. The integrated train obstacle and derailment detection system according to claim 6, characterized in that, The magnetic head sensing rod (22) moves with the obstacle detection crossbar (21) when it is hit by an obstacle; the magnetic head sensing rod (22) leaves the first set of sensing probes of the magnetic head and triggers the obstacle sensing signal.

9. The integrated train obstacle and derailment detection system according to claim 1, characterized in that, The train control system includes an integrated magnetic head sensor tail cable (6), a signal transmission cable (7), an integrated detection host (8), an integrated detection relay interface (9), and a train control system (10); wherein, one end of the integrated magnetic head sensor tail cable (6) is electrically connected to the induction coil wire; the integrated magnetic head sensor tail cable (6) is electrically connected to the input end of the signal transmission cable (7); the output end of the signal transmission cable (7) is electrically connected to the integrated detection host (8); the integrated detection host (8) transmits signals to the train control system (10) through the integrated detection relay interface (9); the train control system (10) is an existing component of the train control system.

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