A monorail train with passive obstacle detection function

Abstract

This application provides a monorail train with passive obstacle detection function, including an anti-climb device disposed at the front end of the monorail train, and a detection device for detecting obstacles disposed below each anti-climb device; the detection device includes a detection beam, and detection components are connected to both ends of the detection beam in the horizontal direction; the detection device is connected to the lower part of the corresponding anti-climb device through two of the detection components; it has the advantages of small size, light weight, low cost, and safety, and the detection device can be adapted to the monorail train operating environment; it is applicable to the technical field of obstacle detection for monorail trains.

Description

Technical Field

[0001] This application relates to the field of obstacle detection technology for monorail trains, specifically to a monorail train with passive obstacle detection function. Background Technology

[0002] With the development of driverless train technology, the requirements for obstacle recognition on train tracks are increasing day by day. According to the requirements of "GB / T32588.1-2016 Urban Rail Transit Automated Rail Transit (AUGT) Safety Requirements Part 1: General Rules", Goa3 and Goa4 level trains should at least have passive obstacle detection function.

[0003] To address the aforementioned issues, a contact-type passive obstacle detection device for dual-track trains has been proposed, such as... Figure 1 As shown, since there is a certain distance between the bogie of the lead car driver's cab and the rail surface, installing the detection device below the bogie of the lead car driver's cab can facilitate the detection of obstacles. The detection device also integrates a derailment detection function. When the detection device collides with an obstacle or derails, it will trigger the sensor to generate a signal that is transmitted to the control module. The control module will then control the train to brake urgently. The detection device is installed independently on the train to perform detection, early warning and protection operations.

[0004] In urban rail transit systems, straddle-type monorail trains are a typical type. These trains straddle the track beam, and in the event of a collision (including collisions between trains, collisions with obstacles, or trains hitting their stops), they are prone to accidents such as speeding, running off track, and derailing, resulting in very serious consequences. Therefore, it is essential to promptly warn the driver and assist them in taking control of the train after a collision. Due to the limited installation space between the monorail train and the track beam, the different collision locations between monorail and duplex trains, and the fact that the center of gravity of a straddle-type monorail train is above the track beam, derailment is not a concern, and derailment detection is unnecessary. Therefore, obstacle detection devices used on duplex trains are not suitable for monorail trains.

[0005] To detect obstacles on monorail trains, a proposed solution involves installing a detection cable under the front anti-climb frame. When the monorail collides with an obstacle, the detection cable breaks, disconnecting the vehicle's circuit and alerting the driver. However, because the conductive rails of the monorail are located on both sides of the track, the detection cable could easily come into contact with the rails when an obstacle strikes it, creating a safety hazard. Furthermore, the tension of the detection cable is difficult to control, and the energy at which the cable breaks upon impact cannot be accurately measured, resulting in a high false alarm rate. Summary of the Invention

[0006] To address one of the aforementioned technical deficiencies, this application provides a monorail train with passive obstacle detection functionality.

[0007] This application provides a monorail train with passive obstacle detection function, including an anti-climb device disposed at the front end of the monorail train, and a detection device for detecting obstacles disposed below each anti-climb device; the detection device includes a detection beam, and detection components are connected to both ends of the detection beam in the horizontal direction; the detection device is connected to the lower part of the corresponding anti-climb device through two of the detection components.

[0008] Preferably, the detection component includes: a base with a first opening on its front side, the top of the base being connected to the bottom of the anti-climb device; an L-shaped leaf spring including a first connecting portion and a second connecting portion, the first connecting portion being connected to one end of the base away from the detection beam, the middle portion of the second connecting portion covering the first opening of the base, and one end of the second connecting portion away from the first connecting portion being connected to the end of the detection beam; and a displacement sensor including a transmitting end and a receiving end, the transmitting end being disposed on the L-shaped leaf spring at a position corresponding to the first opening, and the receiving end being disposed inside the base.

[0009] Preferably, the detection device further includes a protective assembly; the protective assembly includes: a protective cover, fitted over the outside of the base; a second opening at the bottom of the protective cover, and a third opening at one end of the protective cover near the detection beam; the anti-climb device, the top of the protective cover, and the top of the base are connected by a first bolt assembly; an inspection plate, detachably connected to the second opening of the protective cover; a transition cover, disposed between the protective cover and the detection beam, with a fourth opening at both ends of the transition cover; and clamps, with the two fourth openings respectively connected to the third opening and the detection beam via two clamps.

[0010] More preferably, the detection beam has a forward-bending V-shaped structure.

[0011] Preferably, the bending angle of the detection beam is 157°.

[0012] Preferably, the detection beam is made of aluminum alloy or sheet metal.

[0013] Preferably, the monorail train is further equipped with a power module, an electrical module, a braking relay, a braking device, a communication module, and a TCMS module; the power module provides power to the entire monorail train; the displacement sensor is electrically connected to the electrical module, the electrical module is electrically connected to the braking device through the braking relay, and the electrical module is electrically connected to the TCMS module through the communication module.

[0014] More preferably, the monorail train is also equipped with a display panel, which is electrically connected to the electrical module.

[0015] Preferably, the load force F of the L-shaped leaf spring is between 500N and 3000N.

[0016] Preferably, the triggering range of the displacement sensor is when the load force F of the L-shaped leaf spring is greater than (1000N-30%, 1000N+30%).

[0017] In this application, the detection beam collides with obstacles on the track, generating a collision force opposite to the train's direction of travel. The detection component detects the obstacle based on the magnitude of this collision force. The detection component is positioned at both ends of the horizontal direction of the detection beam. This flattened design is more stable than placing the detection component above the ends of the beam, preventing damage to the detection beam or even it falling onto the track due to excessive vibration from train components (such as anti-creep devices). Furthermore, the detection device is small and lightweight (approximately 25 kg), making it compatible with the operating environment of monorail trains and allowing it to be installed below the monorail train's anti-creep device. This application's detection device does not include a derailment detection function, reducing wasted functionality and the number of sensors is reduced, further saving costs. It also solves the safety hazard problem in existing technologies where a broken detection cable can easily contact the conductive rail.

[0018] Other features and advantages of this application will be set forth in the following description and will be apparent in part from the description or may be learned by practicing the application. The objectives and other advantages of this application may be realized and obtained by means of what is pointed out in the written description, claims, and drawings. Attached Figure Description

[0019] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0020] Figure 1 This is a schematic diagram of a passive obstacle detection device for a contact-type dual-track train in the related technology.

[0021] Figure 2 A schematic diagram of a monorail train with passive obstacle detection function provided in this application embodiment;

[0022] Figure 3 A connection diagram of a monorail train with passive obstacle detection function is provided for an embodiment of this application;

[0023] Figure 4A top view of the detection device provided in the embodiments of this application;

[0024] Figure 5 An exploded view of the detection device provided in the embodiments of this application;

[0025] Figure 6 This is a schematic diagram of the detection device provided in the embodiments of this application;

[0026] Figure 7 A front view of the detection device provided in the embodiments of this application;

[0027] Figure 8 for Figure 7 Sectional view along line AA;

[0028] Figure 9 Exploded view of the protective components;

[0029] Figure 10 A functional structure diagram of a monorail train with passive obstacle detection function provided in this application embodiment;

[0030] Figure 11 A circuit diagram of a monorail train with passive obstacle detection function provided in this application embodiment;

[0031] In the picture:

[0032] 10 is the anti-climb device, 20 is the detection device, 30 is the power module, 40 is the electrical module, 50 is the braking relay, 60 is the braking device, 70 is the communication module, 80 is the TCMS module, 90 is the display panel, 201 is the detection beam, 202 is the detection component, 203 is the protective component, 2021 is the base, 2022 is the L-shaped leaf spring, 2023 is the displacement sensor, 2031 is the protective cover, 2032 is the maintenance plate, 2033 is the transition cover, and 2034 is the clamp. Detailed Implementation

[0033] To make the technical solutions and advantages of the embodiments of this application clearer, the exemplary embodiments of this application will be described in further detail below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not an exhaustive list of all embodiments. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of this application can be combined with each other.

[0034] In this application, the direction in front of the monorail train's running direction is defined as the front; the width direction of the monorail train is defined as the lateral direction; and the height direction of the monorail train is defined as the vertical direction.

[0035] Figure 2 This is a structural schematic diagram of a monorail train with passive obstacle detection function provided in an embodiment of this application. Figure 3 A connection diagram of a monorail train with passive obstacle detection function is provided for an embodiment of this application, as shown below. Figure 2 and Figure 3 As shown, in order to address the above-mentioned problems, this application provides a monorail train with passive obstacle detection function, including anti-climb devices 10 installed at both ends of the monorail train, and a detection device 20 for detecting obstacles is installed below each anti-climb device 10; the detection device 20 includes a detection beam 201, and detection components 202 are connected to both ends of the detection beam 201 in the horizontal direction; the detection device 20 is connected to the lower part of the corresponding anti-climb device 10 through two detection components 202.

[0036] In this application, the detection beam collides with an obstacle on the track, generating a collision force opposite to the train's direction of travel. The detection component detects the obstacle based on the magnitude of the collision force. The detection component is positioned at both ends of the detection beam in the horizontal direction. This flattened configuration is more stable than placing the detection component vertically upwards at both ends of the detection beam. It avoids the problem of the detection beam being damaged or even falling onto the track due to excessive vibration of the train's components (such as anti-creep devices). Furthermore, the detection device is small in size and lightweight, weighing approximately 25 kg, making it compatible with the operating environment of monorail trains. It can be installed below the monorail train's anti-creep device. The detection device in this application is specifically designed for monorail trains. Due to insufficient space between the monorail train bogie and the track, it is impossible to install the obstacle detection device under the bogie as in traditional trains. Therefore, the detection device in this application is installed under the anti-creep device and adopts a flat design to adapt to the installation conditions where the space between the anti-creep device and the track on monorail trains is not as abundant as the space under the bogie of traditional trains. The detection device in this application does not have a derailment detection function, reducing functional waste, and the number of sensors is reduced, which saves costs. At the same time, it solves the safety hazard problem caused by the detection cable easily touching the conductive rail after it is broken in the prior art.

[0037] It is worth noting that monorail trains usually have lead cars at both ends, and each lead car has an anti-climb device at its front end. Therefore, in actual implementation, monorail trains usually have lead cars at both ends, and the aforementioned detection devices are installed under the anti-climb devices at the front end of each lead car.

[0038] Figure 4 A top view of the detection device provided in the embodiments of this application, as shown below. Figure 4 As shown, the detection beam 201 further exhibits a forward-bending V-shaped structure with a bending angle of 157°. The detection beam 201 is made of aluminum alloy or sheet metal. In this application, the forward-bending V-shaped structure of the detection beam pushes obstacles on the track away from the monorail train's running track, ensuring track cleanliness. The detection beam made of aluminum alloy or sheet metal is lighter and less expensive.

[0039] Figure 5 An exploded view of the detection device provided in the embodiments of this application, such as... Figure 5 As shown, the detection component 202 further includes:

[0040] The base 2021 has a first opening on its front side, and the top of the base 2021 is connected to the bottom of the anti-climb device 10.

[0041] The L-shaped leaf spring 2022 includes a first connecting part and a second connecting part. The first connecting part is connected to the end of the base 2021 away from the detection beam 201. The middle part of the second connecting part covers the first opening of the base 2021, and the end of the second connecting part away from the first connecting part is connected to the end of the detection beam 201. The first connecting part is connected to the base by an M10 bolt and a balancing spring washer, and is fastened by 243 threaded fastener, with a fastening torque of 45-50 N·m. The load force F of the L-shaped leaf spring 2022 is between 500 N and 3000 N. The second connecting part is fastened to the end of the detection beam by a hexagonal head screw with a hole, an M10x50 bolt, and double balancing spring washers, with a fastening torque of 45-50 N·m. The stiffness coefficient of the L-shaped leaf spring is K = 133 KN / m.

[0042] The displacement sensor 2023 includes a transmitter and a receiver. The transmitter is located on the L-shaped leaf spring 2022 at a position corresponding to the first opening, and the receiver is located inside the base 2021. The receiver is connected to the base by a hexagonal countersunk M8x25 bolt and is fastened with 243 threaded fastener with a tightening torque of 13 N·m. The trigger range of the displacement sensor is when the load force F of the L-shaped leaf spring 2022 is greater than (1000 N - 30%, 1000 N + 30%).

[0043] Specifically, a 3mm wide red anti-loosening inspection line is provided at the connection points between the first connecting part and the base, the second connecting part and the end of the detection beam, and the receiving end and the base.

[0044] The detection component in this application has a structure adapted to the installation space of the monorail train and incorporates a weight-reduction design. The displacement sensor is a normally closed contact. When an obstacle collides with the detection beam, the detection device converts the collision kinetic energy into the elastic potential energy of the L-shaped leaf spring, causing the L-shaped leaf spring to shift. When the displacement exceeds a set value (i.e., the load force F of the L-shaped leaf spring > (1000N - 30%, 1000N + 30%)), the transmitting end moves beyond the sensing area of ​​the receiving end along with the L-shaped leaf spring, the sensor transmission circuit is disconnected, and a collision signal is immediately sent to the monorail train for emergency braking. The trigger range of the displacement sensor can be adjusted according to different operating environments. The L-shaped leaf spring design quantifies the collision kinetic energy and displacement, effectively reducing the false alarm rate and ensuring the accuracy of collision alarms.

[0045] In practical applications, the detection components are exposed to the environment and are easily damaged or worn out by harsh environments. Therefore, it is necessary to install protective components on the outside of the detection components for protection, while also meeting the requirement of convenient maintenance.

[0046] Figure 6 This is a schematic diagram of the detection device provided in the embodiments of this application. Figure 7 This is a front view of the detection device provided in the embodiments of this application. Figure 8 for Figure 7 Sectional view along line AA, Figure 9 Exploded view of the protective components, such as Figure 6-9 As shown, the detection device 20 further includes a protective component 203; the protective component 203 includes:

[0047] The protective cover 2031 is fitted over the base 2021; the bottom of the protective cover 2031 has a second opening, and the end of the protective cover 2031 near the detection beam 201 has a third opening; the anti-climb device 10, the top of the protective cover 2031 and the top of the base 2021 are connected by a first bolt assembly.

[0048] The inspection plate 2032 is detachably connected to the second opening of the protective cover 2031;

[0049] The transition cover 2033 is disposed between the protective cover 2031 and the detection beam 201. Both ends of the transition cover 2033 are provided with a fourth opening. Specifically, the fourth opening closer to the protective cover is larger in size and matches the third opening of the protective cover; the other fourth opening closer to the detection beam is smaller in size and matches the end of the detection beam.

[0050] Clamp 2034 connects the two fourth openings to the third opening and the inspection beam 201 respectively via clamps 2034. Both clamps are connected using hexagonal head bolts with holes (M6x25) and double flat spring washers, with a tightening torque of 7 N·m. A 3mm wide red anti-loosening inspection line is provided at each clamp.

[0051] In this application, a protective cover is used to protect the testing components. The inspection plate is detachably connected to the second opening to facilitate the inspection and maintenance of the testing components. The transition cover is connected between the protective cover and the testing beam to provide a transitional protective connection.

[0052] Figure 10 This is a functional structural diagram of a monorail train with passive obstacle detection function provided in an embodiment of this application. Figure 11 A circuit diagram of a monorail train with passive obstacle detection function provided in this application embodiment is shown below. Figure 10 and Figure 11 As shown, the monorail train is further equipped with a power module 30, an electrical module 40, a brake relay 50, a braking device 60, a communication module 70, and a TCMS module 80. The power module 30 is DC 110V with a power of 50W, providing power to the entire monorail train. The displacement sensor 2023 is electrically connected to the electrical module 40, which is electrically connected to the braking device 60 via the brake relay 50. The electrical module 40 is also electrically connected to the TCMS module 80 via the communication module 70. Furthermore, the monorail train is also equipped with a display panel 90, which is electrically connected to the electrical module 40. The display panel can display faults or emergencies to warn the driver.

[0053] Specifically, the displacement sensor 2023 features a dual-redundancy design with two power supplies: one for sensing and the other as a backup. The displacement sensor uses normally closed contacts. When the displacement of the L-shaped leaf spring caused by a collision falls within the sensor's trigger range, the sensor's transmitter extends beyond the receiver's sensing area, causing both sensors to disconnect simultaneously and send a collision signal.

[0054] More specifically, the power supply module, electrical module, and braking relay are all designed with dual redundancy. If one set fails, the fault information can be reported through the communication module, and then the other set will be activated to ensure the emergency braking and operational safety of the train. More specifically, when the train experiences a power outage, malfunction, or self-test anomaly, a power outage signal is sent to the braking relay to control the braking device for emergency braking, preventing danger.

[0055] In this application, when an obstacle collides with the detection beam, the detection device converts the collision kinetic energy into the elastic potential energy of the L-shaped leaf spring, causing the transmitter to move with the L-shaped leaf spring. When the displacement exceeds the set value, the transmitter moves beyond the sensing area of ​​the receiver, the sensor transmission circuit is disconnected, and a collision signal is immediately sent to the electrical module. The electrical module controls the braking device to brake the train through the braking relay. At the same time, the electrical module uploads the collision signal to the train control center through the TCMS module via the communication module and displays it in the human-machine interface (HMI).

[0056] In the description of this application, it should be understood that the terms "middle", "lateral", "width", "upper", "lower", "front", "rear", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0057] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0058] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between them; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0059] Although preferred embodiments of this application have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of this application.

[0060] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. A monorail train with passive obstacle detection function, characterized in that, It includes an anti-climb device (10) installed at the front end of the monorail train, and a detection device (20) for detecting obstacles is installed below each anti-climb device (10). The detection device (20) includes a detection beam (201), and detection components (202) are connected to both ends of the detection beam (201) in the horizontal direction; the detection device (20) is connected to the lower part of the corresponding anti-climb device (10) through two of the detection components (202); The detection component (202) includes: The base (2021) has a first opening on its front side, and the top of the base (2021) is connected to the bottom of the anti-climb device (10). L-shaped leaf spring (2022) includes a first connecting part and a second connecting part. The first connecting part is connected to one end of the base (2021) away from the detection beam (201). The middle part of the second connecting part covers the first opening of the base (2021). The end of the second connecting part away from the first connecting part is connected to the end of the detection beam (201). The displacement sensor (2023) includes a transmitter and a receiver. The transmitter is disposed on the L-shaped leaf spring (2022) at a position corresponding to the first opening, and the receiver is disposed inside the base (2021). The detection device (20) further includes a protective component (203); the protective component (203) includes: A protective cover (2031) is fitted over the base (2021); the bottom of the protective cover (2031) is provided with a second opening, and the end of the protective cover (2031) near the detection beam (201) is provided with a third opening; the anti-climb device (10), the top of the protective cover (2031) and the top of the base (2021) are connected by a first bolt assembly; The inspection plate (2032) is detachably connected to the second opening of the protective cover (2031); A transition cover (2033) is disposed between the protective cover (2031) and the detection beam (201), and both ends of the transition cover (2033) are provided with a fourth opening; The clamps (2034) connect the two fourth openings to the third opening and the detection beam (201) respectively via the two clamps (2034).

2. The monorail train with passive obstacle detection function according to claim 1, characterized in that, The detection beam (201) has a forward-bending V-shaped structure.

3. The monorail train with passive obstacle detection function according to claim 2, characterized in that, The bending angle of the detection beam (201) is 157°.

4. The monorail train with passive obstacle detection function according to claim 2, characterized in that, The detection beam (201) is made of aluminum alloy or sheet metal.

5. The monorail train with passive obstacle detection function according to claim 1, characterized in that, The monorail train is also equipped with a power module (30), an electrical module (40), a brake relay (50), a braking device (60), a communication module (70), and a TCMS module (80). The power module (30) provides power to the entire monorail train; The displacement sensor (2023) is electrically connected to the electrical module (40), the electrical module (40) is electrically connected to the braking device (60) through the braking relay (50), and the electrical module (40) is electrically connected to the TCMS module (80) through the communication module (70).

6. The monorail train with passive obstacle detection function according to claim 5, characterized in that, The monorail train is also equipped with a display panel (90), which is electrically connected to the electrical module (40).

7. The monorail train with passive obstacle detection function according to claim 1, characterized in that, The load force F of the L-shaped leaf spring (2022) is between 500N and 3000N.

8. The monorail train with passive obstacle detection function according to claim 1 or 7, characterized in that, The triggering range of the displacement sensor is the load force F of the L-shaped leaf spring (2022) > (1000N-30%, 1000N+30%).

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