Track dewatering and anti-icing safety protection device for inspection shed exit

Abstract

The present invention discloses a track dewatering and anti-icing safety protection device for the exit of a detection shed, which relates to the technical field of track deicing devices, and solves the problem that the online detection system for locomotive wheel faults in extremely cold environments lacks a dedicated dewatering device. Among them, the trackside dewatering assembly and the rail waist dewatering assembly are both provided with a heating source, and the heating source is externally connected to a power supply; the rail bottom bracket is installed at the bottom of the rail and extends to both sides of the rail; the trackside dewatering assembly is fixedly connected to the rail bottom bracket, the trackside dewatering assembly extends to the top of the bottom of the rail, and the trackside dewatering assembly is symmetrically arranged on both sides of the rail; the fixed end of the rail waist dewatering assembly is fixedly connected to the trackside dewatering assembly, and the heating end of the rail waist dewatering assembly extends to the waist of the rail; the rail bottom bracket, the trackside dewatering assembly and the rail waist dewatering assembly are arranged along the length direction of the rail. The above-mentioned deicing device realizes the dewatering and deicing of the track at the exit of the detection shed and the ground on both sides of the track in extremely cold environments, ensuring driving safety.

Description

Technical Field

[0001] The present invention relates to the technical field of rail deicing devices, and in particular to a rail dewatering and anti-icing safety protection device for detecting a shed exit that can be used in a locomotive wheel fault online detection system scenario. Background Art

[0002] The wheel ultrasonic flaw detection system (hereinafter referred to as the system) of the locomotive wheel fault online detection system (referred to as the detection shed) is used for online dynamic detection of internal defects of wheel rims. In order to realize the detection of wheels by the wheel ultrasonic flaw detection system, it is necessary to set up a flaw detection tank in the wheel detection area in the detection shed, and put coupling liquid in the flaw detection tank. When the wheel passes through the detection area, the wheel rim and tread will be immersed in the coupling liquid in the flaw detection tank, so as to eliminate the air gap between the detection probe and the wheel surface, so that the ultrasonic wave can effectively enter the wheel.

[0003] The coupling fluid used in the existing wheel ultrasonic flaw detection system is low-temperature antifreeze or warm water. Low-temperature antifreeze is in the form of adding ethylene glycol. Although it has a good antifreeze effect, it is costly, has high environmental protection requirements, is complex to operate, and may have adverse effects on equipment, detection accuracy and local environment in actual applications.

[0004] Using warm water as coupling fluid is low in cost, simple to operate, and will not have adverse effects on the environment and equipment. However, in extremely cold environments, water droplets carried by the wheels passing through the flaw detection slot will drip onto the track surface and the ground on both sides at the exit of the flaw detection system; the water droplets on the ground on both sides of the track will condense into ice. As the ice accumulates and reaches a certain height, it will affect the normal contact between the wheel tread and the rail surface when the wheel passes, seriously affecting driving safety.

[0005] In summary, although ethylene glycol and warm water can be used as coupling fluids, both have their own applicable environments and restrictions. Compared with the technical defects of ethylene glycol, warm water coupling fluid has a lower cost and simpler operation, and has a higher usage rate. However, it cannot cover up the disadvantages of using warm water coupling fluid in extremely cold weather environments.

[0006] Currently, there are measures to melt snow and remove ice by heating rails. Heating elements are installed on both sides of the rails through fixing devices, and the heating elements are connected to an external power supply. For example, Patent: 2012206925267, Rail Heating Fixing Device. In this patent solution, the heating strip is fixed by the rail bottom inclined fixing plate, long bolts, side plates and handle clamps, and is heated on both sides or one side of the rail. By heating the rails, the accumulated snow or ice is melted into water to ensure the driving safety of vehicles.

[0007] The existing heating snow-melting and de-icing devices can heat and melt the snow and ice on the track, thus avoiding the accumulation of snow and ice on the track surface. However, the melted water will fall along the track and contact the heating strips. Long-term contact will affect the life of the heating strips. Moreover, after the melted water passes through the track, it will fall on the ground on both sides of the track. In extremely cold weather, the water falling on the ground will quickly freeze and continue to accumulate on both sides of the track, affecting driving safety. In particular, in the exit area of ​​the inspection shed in extremely cold weather, the water droplets continuously carried by the wheels of the passing trains will quickly freeze and accumulate on both sides of the track, and the existing heating devices cannot remove the water droplets dripping on the track and both sides of the track to ensure driving safety.

[0008] Therefore, it is necessary to provide a safety protection device suitable for extremely cold weather environments, which can prevent water droplets carried by the wheels from icing and accumulating on both sides of the exit track of the inspection shed, thereby ensuring driving safety. Summary of the invention

[0009] In view of the above technical problems, the present invention provides a track water removal and anti-icing safety protection device for detecting the exit of a shed.

[0010] In order to achieve the above object, the present invention provides the following technical solutions:

[0011] Provided is a rail dewatering and anti-icing safety protection device for detecting a shed exit, characterized in that it comprises a rail bottom bracket, a railside dewatering assembly, and a rail waist dewatering assembly, wherein the railside dewatering assembly and the rail waist dewatering assembly are both provided with a heating source;

[0012] The rail bottom bracket is installed at the rail bottom of the rail and extends to both sides of the rail;

[0013] The railside dewatering assembly is fixedly connected to the rail bottom bracket, the railside dewatering assembly extends above the rail bottom, and the railside dewatering assembly is symmetrically arranged on both sides of the rail;

[0014] The fixed end of the rail waist dewatering assembly is fixedly connected to the railside dewatering assembly, and the heating end of the rail waist dewatering assembly extends to the waist of the rail;

[0015] The rail bottom bracket, the railside dewatering assembly and the rail waist dewatering assembly are arranged along the length direction of the rail.

[0016] Compared with the prior art, the present invention has the following technical effects:

[0017] The trackside dewatering assembly of the track dewatering and anti-icing safety protection device used for the exit of the detection shed in this application extends to the top of the bottom of the rail. The water droplets carried by the wheels will drip onto the trackside dewatering assembly to avoid falling on the ground on both sides of the rail. The heating source installed in the trackside dewatering assembly can more effectively heat the dripping water droplets, prompting the water droplets to evaporate and avoid ice accumulation. At the same time, the heating source is installed in the trackside dewatering assembly to avoid contact with the water droplets; and the rail waist dewatering assembly installed on the trackside dewatering assembly extends to the waist position of the rail. When working, the heating source can heat the rail, prompting the water droplets dripping on the rail by the wheels to evaporate and avoid ice accumulation, fundamentally solving the problem of water droplets carried by the wheels freezing in extremely cold environments. The trackside dewatering assembly and the rail waist dewatering assembly are arranged along the length of the track at the exit of the detection shed, which can effectively remove the water droplets carried by the wheels after they leave the flaw detection water tank, solving the problem of ice on the track and the ground beside the track at the exit of the detection shed in extremely cold environments, and ensuring the safety of driving. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0019] Figure 1 It is a schematic structural diagram of a track dewatering and anti-icing safety protection device installed in a non-track clamping plate area according to an embodiment of the present invention;

[0020] Figure 2 for Figure 1 Structural schematic diagram of the installation of the mid-rail water removal assembly and the rail bottom bracket in combination with the rail;

[0021] Figure 3 for Figure 2 Structural diagram of the installation platform beside the middle track;

[0022] Figure 4 A schematic diagram of the structure of a railside water removal assembly installed in the rail clamping plate area;

[0023] Figure 5 for Figure 1 Schematic diagram of the structure of the middle rail bottom bracket;

[0024] Figure 6 It is a structural schematic diagram of the rail waist water removal component;

[0025] Figure 7 It is a structural schematic diagram of the rail clamp water removal assembly;

[0026] Figure 8 for Figure 7 A cross-sectional view of the mid-rail splint water removal assembly;

[0027] Fig. 9 A schematic diagram of the rail cleat water removal assembly installed in the rail cleat area;

[0028] Fig.10 A cross-sectional view of the rail side dewatering assembly and the rail cleat dewatering assembly in the rail cleat area.

[0029] Reference numerals:

[0030] 10 - rail bottom bracket, 11 - first rail bottom mounting plate, 12 - first support plate, 131 - first fixed block, 132 - first fixed block, 133 - first adjusting bolt, 134 - first adjusting block, 20 - rail side water removal assembly, 21 - rail side mounting platform, 211 - mounting groove, 22 - rail side cover, 30 - rail waist water removal assembly, 31 - buckle clamp, 32 - protective cover, 40 - rail clamp water removal assembly, 41 - second rail bottom mounting plate, 42 - second support plate, 44 - rail bottom heating plate, 431 - second fixed block, 432 - second fixed block, 433 - second adjusting bolt, 434 - second adjusting block, 50 - heating source, 60 - insulating pad. DETAILED DESCRIPTION

[0031] In order to make the technical problems, technical solutions and beneficial effects to be solved by the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0032] It should be noted that when an element is referred to as being "fixed to" or "disposed on" another element, it can be directly on the other element or indirectly on the other element. When an element is referred to as being "connected to" another element, it can be directly connected to the other element or indirectly connected to the other element.

[0033] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, the meaning of "multiple" is two or more, unless otherwise clearly and specifically defined. The meaning of "several" is one or more, unless otherwise clearly and specifically defined.

[0034] In the description of the present invention, it is necessary to understand that the directions or positional relationships indicated by terms such as “upper”, “lower”, “front”, “backward”, “left” and “right” are based on the directions or positional relationships shown in the accompanying drawings and are only for the convenience of describing the present invention and simplifying the description. They do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction. Therefore, they cannot be understood as limitations on the present invention.

[0035] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected" and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0036] Ethylene glycol is not selected as the antifreeze coupling fluid, and the following issues are fully considered:

[0037] ① Cost issue

[0038] The procurement cost of ethylene glycol is relatively high, which places a heavy cost burden on large-scale use.

[0039] ②Environmental issues

[0040] Although ethylene glycol has a good antifreeze effect, its chemical properties determine that its use and handling require special attention. Ethylene glycol is a toxic substance. If it leaks into the environment, it will pollute water and soil, so the waste liquid needs to be properly handled.

[0041] ③Control of the mixing ratio of ethylene glycol and water

[0042] The mixing ratio of ethylene glycol and water needs to be adjusted according to the specific ambient temperature. If the ratio is inappropriate, it will affect the antifreeze effect or increase the cost. For example, at different temperature stages, different antifreeze ratios are required to ensure no freezing, which increases the complexity and management difficulty in actual operation.

[0043] ④Corrosion to equipment materials

[0044] Long-term use of ethylene glycol may cause corrosion to some equipment materials, especially in high-concentration ethylene glycol environments. Corrosion-resistant materials need to be selected, which may increase the manufacturing and maintenance costs of the equipment.

[0045] ⑤ Impact on ultrasonic flaw detection results

[0046] As part of the coupling fluid, ethylene glycol will change the propagation speed and characteristics of ultrasonic waves in the medium, which may have a certain impact on the accuracy of the flaw detection results. Specifically, it is manifested as a change in the speed of sound, and the flaw detection system may need to be recalibrated and adjusted to ensure detection accuracy.

[0047] ⑥Maintenance and operational complexity

[0048] Ethylene glycol needs to be added and replaced regularly, which increases the complexity and workload of maintenance work. Especially in extreme weather, frequent addition and replacement work will increase the difficulty and risk of operation.

[0049] ⑦ Long-term performance of the mixed solution

[0050] During the circulation of the coupling liquid, a large number of bubbles will be generated. The system needs a filtration system to remove the bubbles in the coupling liquid. After the mixture of ethylene glycol and water is used for a long time, it may become viscous, affecting its fluidity and the efficiency of the filtration system. In addition, bubbles may be generated in the mixed liquid, affecting the propagation of ultrasound, requiring additional processing and maintenance.

[0051] In view of the negative impact of ethylene glycol on the environment and equipment, as well as the difficulty of operation, this application uses warm water as the coupling liquid; in order to solve the problem that warm water is easy to freeze in extremely cold environments, affecting the driving safety at the entrance and exit of the wheel ultrasonic flaw detection system, this application designs a heating device specifically for removing water and ice in the entrance and exit area of ​​the wheel ultrasonic flaw detection system.

[0052] See Figures 1 to 10 As shown, the track dewatering and anti-icing safety protection device for detecting the exit of the shed provided by the embodiment of the present invention comprises a rail bottom bracket 10, a railside dewatering assembly 20, and a rail waist dewatering assembly 30, and the railside dewatering assembly 20 and the rail waist dewatering assembly 30 are both provided with a heating source 50;

[0053] The rail bottom bracket 10 is installed at the rail bottom of the rail and extends to both sides of the rail;

[0054] The trackside dewatering assembly 20 is fixedly connected to the rail bottom bracket 10, and the trackside dewatering assembly 20 extends above the rail bottom. The trackside dewatering assembly 10 is symmetrically arranged on both sides of the rail, and the heating source 50 is installed in the trackside dewatering assembly 20;

[0055] The fixed end of the rail waist dewatering assembly 30 is fixedly connected to the railside dewatering assembly 20, the heating end of the rail waist dewatering assembly 30 extends to the rail waist, and the heating source 50 is installed at the heating end of the rail waist dewatering assembly 30;

[0056] The rail bottom support 10, the railside dewatering assembly 20 and the rail waist dewatering assembly 30 are arranged along the length direction of the rail.

[0057] Preferably, the trackside dewatering assemblies 20 are arranged side by side along the length direction of the rails, and adjacent trackside dewatering assemblies 20 are in contact with each other, which can ensure that the trackside dewatering assemblies 20 on both sides of the rails are a continuous whole, and there will be no water droplets passing through the trackside dewatering assemblies 20 and falling to the ground.

[0058] When implementing:

[0059] In order to ensure the technical feasibility of the system, a lot of testing and verification work was carried out.

[0060] 1. Theoretical Calculation

[0061] Based on field experience, the wading area of ​​a wheel on one side is: circumference × length of the rim section wetted by water = circumference × (tread length + immersion height of one side of the rim × 2) = 3920 × (170 + 61 × 2) = 1144640 mm² ≈ 11450 cm². After the wheel leaves the flaw detection water tank, the thickness of the wheel water film is about 0.02 cm, and the density of water is ρ = 1 g / cm 3 , the total volume of water on the wheels on one side of the train (6 wheels) is = number of wheels * single wheel area * water film thickness = 6 * 11450 * 0.02 = 1374cm 3 , the mass is approximately m=ρ*V=1374*1=1374g=1.374kg.

[0062] That is, the total amount of water carried by a vehicle is approximately 1.374×2=2.748kg.

[0063] Since the frequency of vehicle inspection in the inspection shed is 5 minutes, in order to meet the driving needs of the section, the heating source 50 should remove the water attached to the track and nearby within 5 minutes and heat it into water vapor to ensure the normal passage of the train. Preferably, the heating source 50 is an electric heating material. According to the thermodynamic formula, the energy required for heating the entire train is:

[0064] Q1=mw·Lv (Formula 1)

[0065] Where mw = 2748g is the mass of water carried by a single train, Lv is the latent heat of vaporization of water, which is about 2260J / g, so the heat required for heating and removing water is Q1 = 2748×2260 = 6210480 J

[0066] The contact area between the heating platform 50 and the air was measured on site and the required area was about 8m 2 , and the temperature difference between the heating platform (temperature is about 20℃) and the average ambient temperature (minus 35℃) is 55℃. In the heating process, according to Newton's law of cooling, the heat dissipated by the ambient temperature within 5 minutes is:

[0067] Q2=h·S·ΔT·t (Formula 2)

[0068] Where: h is the material convection heat transfer coefficient, which is 18 W / m 2 ·K (at -40℃)

[0069] S is the contact area: 8m 2

[0070] ΔT is the temperature difference: 55K

[0071] t is time: 300s

[0072] Then we can get: Q2=18×8×55×300=2376000J

[0073] The ambient heat loss requires the heating power of the system, .

[0074] One car passes through every 5 minutes, and the maximum number of cars passing through in a day is 288. However, through actual observation on site, the actual number of cars passing through is far from the limit. Usually only 80-100 cars pass through in a day, that is, the actual time interval between cars passing through is much longer than 5 minutes. Taking 90 cars passing through in a day as an example, the power consumed by heating and dehydration is about Q3=(Q1×90)=6210480×90=558,943,200. The heating power required for heating and dehydration is .

[0075] The total system heating power required for heating is .

[0076] According to the industrial electricity charging standard, the cost of electricity consumed for heating and dewatering in one day can be calculated, as well as the total cost of electricity consumed for heating and dewatering in the entire winter (calculated as 100 days). The antifreeze solution currently used in the market to prevent freezing, as the temperature changes in winter, the concentration of antifreeze added must also change accordingly. The total water volume of the flaw detection tank is 16 tons, and the freezing point after mixing at 15% is -5.4℃ (Note: The freezing point temperature of the coupling liquid is 10℃ higher than the lowest ambient temperature, and the wheels will not freeze). The first time it takes 16×0.15=2.4 tons, and the subsequent concentration changes with the temperature. For details, see Table 1 below:

[0077] Table 1:

[0078] temperature Days Calculation of coupling fluid consumption Coupling fluid consumption (tons) Add antifreeze for the first time (below -5.4℃) - 16 tons*0.15 2.4 Low temperature (-20~-11℃) 44 44 days × 15% (coupling fluid concentration) × 2.748 kg (total amount of coupling fluid carried by a single vehicle) × 90 units 1.63 Extremely low temperature (-30~-21℃) 52 52 days×32%×2.748kg×90 units 4.11 Extreme low temperature (below -30℃) - 16 tons × (40%-32%) (addition according to concentration changes) 1.28 Total amount of antifreeze - 2.4 tons + 1.63 tons + 4.11 tons + 1.28 tons 9.42

[0079] By combining the total amount of antifreeze required and the national standard unit price of ethylene glycol in Table 1, the total cost of consuming ethylene glycol can be calculated. Through cost comparison, this product has significant cost advantages compared to the existing method of using antifreeze to prevent freezing.

[0080] 2. Design plan:

[0081] 2.1 Material selection for heating part

[0082] After on-site inspection and combined with engineering experience, the heating source 50 is planned to use a self-limiting temperature electric heating cable. The relevant technical parameters of the heating cable are as follows:

[0083] Temperature range: 10℃ environment, maximum surface temperature 105℃±5℃, maximum withstand temperature 135℃.

[0084] Minimum construction temperature: -40℃.

[0085] Thermal stability: After cycling 300 times from 10°C to 149°C, the cable heat generation remains above 95%.

[0086] Combined with the above data, this product can well meet the needs of production work.

[0087] 2.2 Description of heating source installation device

[0088] 2.2.1 Trackside water removal components, such as Figures 1 to 4 Shown

[0089] The trackside dewatering assembly 20 includes a trackside protective cover 22 and a trackside mounting platform 21, wherein the heating source 50 is installed in a mounting groove 211 provided on the top of the trackside mounting platform 21. The upper trackside protective cover 22 can effectively solve the problem that water drops on the heating source 50 in the case of rain or long-term dripping, causing the heating source 50 to accelerate aging and heat loss. At the same time, it also plays a role in heat preservation, effectively improving energy utilization efficiency and saving electricity consumption. There are small circular holes on the trackside mounting platform 21 for installing corresponding screws, and the larger circular hole in the middle is used to avoid the bolts that fix the rails, which is conducive to rail maintenance workers to inspect the rails. The trackside mounting platform 21 and the trackside protective cover 22 extend to the top of the rail bottom of the rail, and are located in the middle area between the rail bottom and the rail head, so as to better catch the water drops that fall on both sides of the rail when the wheels pass by. With the heating source 50 and the large-area trackside protective cover 22, the water droplets can be quickly heated and evaporated to avoid residue. Figure 4 The notch on the middle railside water removal assembly is installed in the rail clamping plate area, the purpose of which is to avoid the rail clamping plate and realize the installation of the railside water removal assembly.

[0090] 2.2.2 Rail bottom bracket, such as Figure 5 Shown

[0091] In view of the situation that the bottom of the rail is gravel or the ground is uneven, a rail bottom bracket 10 is designed to ensure the standard installation of the heating platform. It includes the first rail bottom mounting plate 11, the first support plate 12, the first rail bottom block, and the insulating pad 60. The first rail bottom block mainly plays a fixing role. The component is passed through the bottom of the rail, and the rail bottom block is stuck in the bottom area of ​​the rail to fix the entire rail bottom bracket 10. The insulating pad 60 is located between the first rail bottom block, the first rail bottom mounting plate 11 and the bottom of the rail. The insulating pad 60 ensures that the rail bottom bracket 10 is insulated from the rail. The elliptical hole on the first support plate 12 next to it is the screw installation hole for the railside water removal component 20. The insulating pad 60 is set according to the width of the bottom of the rail and is located between the rail bottom bracket 10 and the rail.

[0092] 2.2.3 Rail waist water removal components, such as Figure 6 Shown

[0093] In order to remove ice on the track, the track needs to be heated, so it is necessary to add a rail waist dewatering assembly 30 for heating the rail, including a clamping plate 31, an insulating pad 60, and a protective cover 32. A groove is reserved in the protective cover 32, and the heating source 50 is installed in the groove in the protective cover 32 to prevent aging and reduce heat loss. The insulating pad 60 and the protective cover 32 ensure that the component and the railside dewatering assembly 20 are insulated. The insulating cover 60 is located between the clamping plate 31 and the railside protective cover 22. The rail waist dewatering assembly 30 is suitable for non-connected areas of the rail, and water droplets falling on the rail are effectively removed by heating the rail.

[0094] 2.2.4 Rail clamp water removal components, such as Figures 7 to 10 Shown

[0095] The track is usually a 25-meter or 30-meter steel rail connected together by rail clamps. The track in the exit area of ​​the inspection shed may be a continuous steel rail or a steel rail connected by rail clamps. In the joint area where the rails are connected by rail clamps, it is not convenient to install the rail waist dewatering assembly 30 due to the use of rail clamps, and the rail cannot be heated from the rail waist; the upper side of the rail clamp is at risk of being crushed by the wheel rim, and other forms of heating modules cannot be arranged. In order to heat the rails and rail clamps in the joint area and ensure the removal of water droplets, a rail clamp dewatering assembly 40 is designed. It includes a second rail bottom mounting plate 41, a second support plate 42, a second rail bottom block, a rail bottom heating plate 44, and an insulating pad 60. The rail clamp dewatering assembly 40 is directly installed on the rail bottom of the rail through the second rail bottom block and the second rail bottom mounting plate 41, and the insulation of the rail clamp dewatering assembly 40 and the rail is ensured by the insulating pad 60. The rail clamp dewatering assembly 40 uses a rail bottom heating plate 44 to arrange a heating source 50 on the outer side of the rail clamp on both sides of the track to heat the rail clamp and the track. The heating source 50 is installed in the triangular area formed by the rail bottom heating plate 44 and the rail, which can better maintain heat. Preferably, the rail bottom heating plate 44 is an inclined bending plate. For details, see Figure 7As shown, the use of this type of pressure plate can better press the heating source 50 down to contact the rail clamp to ensure heat transfer, and the heating source 50 itself is electrically insulated. The second support plate 42 is provided with elliptical small holes for installing corresponding screws, and is also provided with multiple rows of strip holes arranged along the length direction of the second support plate 42. The insulating pad 60 is arranged according to the width of the bottom of the rail and is located between the second rail bottom mounting plate 41 and the rail. In the rail clamp area, the rail clamp dewatering assembly 40 and the rail bottom bracket 10 are installed in a partially overlapping form. The arrangement of the strip holes facilitates the combined installation of the rail bottom bracket 10 and the rail clamp dewatering assembly 40 in the rail clamp area. Since the width of the middle area of ​​the rail bottom bracket 10 is greater than the width of the rail clamp dewatering assembly 40 itself, there will be no interference between the rail bottom bracket 10 and the rail clamp dewatering assembly 40 during installation, and installation and maintenance are convenient.

[0096] 2.3 Specific implementation plan

[0097] After on-site inspection and combined with practical experience, two most common situations in on-site situations are proposed. The specific installation details are as follows:

[0098] The heating area is not at the rail joint: install the rail bottom bracket 10, the rail side water removal component 20, and the rail waist water removal component 30;

[0099] The heating area is at the track joint: install the rail bottom bracket 10, the railside dewatering assembly 20, and the rail clamping plate dewatering assembly 40;

[0100] According to the above two installation environments, the installation details are discussed:

[0101] 2.3.1 Case 1: The heating area is not at the track connection, such as Figure 1 and Figure 2 shown.

[0102] This installation scheme is used when the heating area is not at the track joint, in which the rail waist dewatering assembly 30 is installed at the rail waist, and the rail side dewatering assembly 20 is installed beside the track. The heating source 50 passes through the installation groove of the rail side mounting platform 21 to play a heating role, and the rail side protective cover 22 above can prevent excessive heat loss. The device uses insulation pads 60 or insulation sleeves and other insulation methods to achieve insulation between the rail side dewatering assembly 20 and the track, and between the rail waist dewatering assembly 30 and the rail side dewatering assembly 20.

[0103] 2.3.2 Case 2: The heating area is at the track junction, such as Figures 7 to 10 shown.

[0104] This installation scheme is adopted in the heating area where the track is connected. The rail bottom bracket 10 and the rail clamp dewatering assembly 40 are installed at the bottom of the track in an offset manner; the rail bottom bracket 10 and the rail clamp dewatering assembly 40 are fixed to the track through the rail bottom block and the rail bottom mounting plate, and both are insulated from the rail through the insulating pad 60. The trackside dewatering assembly 20 is fixed to the rail bottom bracket 10 by screws, and the heating source 50 is installed in the trackside dewatering assembly 20; the heating source 50 of the rail clamp dewatering assembly 40 is installed in the triangular area formed by the rail bottom heating plate 44 and the rail. The rail bottom heating plate 44 above the heating source 50 can avoid excessive heat loss, prevent ice water from falling and causing accelerated aging of the heating source 50, and also realize the installation and fixation of the heating source 50 to ensure that the heating source 50 is kept in close contact with the rail and improve the heat utilization efficiency.

[0105] In the above scheme, according to the dripping situation on site, the average length of the heating source 50 arranged along the track is about 8 meters (about 2 wheel circumferences). According to the relative position relationship between the dripping water and the axial direction of the rail, the heating source 50 is arranged at the following positions: trackside, rail bottom, and rail waist. For the trackside heating source, 12 rails are arranged on one side (6 on each side), and the entire track (left and right sides) has a total of 24 rails. For the waist-type heating source, 4 rails are arranged on one side (2 on each side), and the entire track (left and right sides of two rails) has a total of 8 rails. For the bottom-type heating source, the length of the rail clamp is about 1m, 16 rails are arranged on one side (8 on each side), and the entire track (left and right sides) has a total of 32 rails. The heating source length of the entire system = 24 rails * 8 meters + 8 rails * 8 meters + 32 rails * 1 meter = 288 meters; according to the system power requirement of 14.4kW, the heating source converted to 60W / m is about 240 meters long. The heating source 50 is a self-limiting heat heating belt. The power demand of the system is 83% of the power of the heating source 50. If the heating source is overheated, the internal resistance of the heating source automatically increases, and the heating source automatically reduces the system power output.

[0106] The trackside dewatering assembly of the track dewatering and anti-icing safety protection device used for the exit of the detection shed in this application extends to the top of the bottom of the rail. The water droplets carried by the wheels will drip onto the trackside dewatering assembly to avoid falling on the ground on both sides of the rail. The heating source installed in the trackside dewatering assembly can more effectively heat the dripping water droplets, prompting the water droplets to evaporate and avoid ice accumulation. At the same time, the heating source is installed in the trackside dewatering assembly to avoid contact with the water droplets; and the rail waist dewatering assembly installed on the trackside dewatering assembly extends to the waist position of the rail. When working, the heating source can heat the rail, prompting the water droplets dripping on the rail by the wheels to evaporate and avoid ice accumulation, fundamentally solving the problem of water droplets carried by the wheels freezing in extremely cold environments. The trackside dewatering assembly and the rail waist dewatering assembly are arranged along the length of the track at the exit of the detection shed, which can effectively remove the water droplets carried by the wheels after they leave the flaw detection water tank, solving the problem of ice on the track and the ground beside the track at the exit of the detection shed in extremely cold environments, and ensuring the safety of driving.

[0107] As an implementable embodiment, the trackside dewatering assembly 20 includes a trackside mounting platform 21 and a trackside protective cover 22; the fixed end of the trackside mounting platform 21 is fixedly connected to the rail bottom bracket 10, the heating end of the trackside mounting platform 21 extends to the bottom of the rail head (above the bottom of the rail) and does not contact the rail, the bottom of the trackside mounting platform 21 is provided with reinforcing ribs, the top of the trackside mounting platform 21 is provided with a mounting groove 211, the heating source 50 is installed in the mounting groove 211, the trackside protective cover 22 is installed on the trackside mounting platform 21, and the heating source 50 is covered therein.

[0108] The trackside mounting platform 21 provides a foundation for the installation of the heating source 50. The installation of the heating source 50 is achieved through the arranged mounting groove 211. The trackside protective cover 22 is installed on the trackside mounting platform 21, which provides protection for the heating source 50, avoids water droplets falling on the heating source 50 and reduces the service life of the heating source 50; and reduces the heat loss of the heating source 50, thereby ensuring the heating effect.

[0109] As an implementable embodiment, the rail waist dewatering assembly 30 includes a clamping plate 31 and a protective cover 32. The fixed end of the clamping plate 31 is bolted to the railside dewatering assembly 20, and the mounting end of the clamping plate 31 extends to the waist of the rail. The protective cover 32 is fixedly mounted on the mounting end of the clamping plate 31. The protective cover 32 is arranged along the length direction of the rail, and the heating source 50 is installed in the protective cover 32.

[0110] The setting of the clamping plate 31 provides support for the installation of the protective sleeve 32. Through the clamping plate 31, the protective sleeve 32 can also better extend to the waist position of the rail to heat the rail. Further, the protective sleeve 32 is provided with a fixing groove on the side facing the rail, and the heating source 50 is installed in the fixing groove. The upper and lower ends of the protective sleeve 32 are bent in the direction of the rail, which can provide protection for the installed heating source 50 in both the upper and lower directions to prevent water droplets on the rail from falling on the heating source 50. Multiple protective sleeves 32 can be provided on the clamping plate 31. The protective sleeves 32 are arranged up and down, and multiple heating sources 50 can be installed to better heat the rail and ensure the heating effect. In addition, an insulating device (insulating pad 60, not shown in the figure) is also provided between the clamping plate 31 and the railside cover 22 to avoid conductivity and ensure safety. Further, the heating source 50 can be in contact with the waist of the rail, which can better transfer heat to the rail and ensure the effect of removing water droplets on the rail.

[0111] As an implementable embodiment, the rail bottom bracket 10 includes a first rail bottom mounting plate 11, a first support plate 12 and a first rail bottom block; the first support plates 12 are two parallelly arranged, which are respectively fixedly connected to the two ends of the first rail bottom mounting plate 11, and the first rail bottom block is arranged in the middle of the first rail bottom mounting plate 11. The rail bottom bracket 10 is installed on the rail bottom of the steel rail through the first rail bottom block, and the railside water removal assembly 20 is installed on the first support plate 12.

[0112] The rail bottom bracket 10 is an installation component designed for situations where the bottom of the rail is gravel or the ground is uneven. The first rail bottom clamp block mainly plays a fixing role, clamping the rail bottom bracket 10 in the bottom area of ​​the rail to fix the entire rail bottom bracket 10. The first support plate 12 provides an installation foundation for the trackside water removal component 20. The first rail bottom mounting plate 11 provides an installation foundation for the first support plate 12. There are two first support plates 12, which are fixedly installed at both ends of the first rail bottom mounting plate 11. Furthermore, a pad ( Fig.10 In the S-shaped structure, the first support plate 12 is installed on the first rail bottom mounting plate 11 through a pad, which not only ensures the overall structural strength, but also increases the installation height of the trackside dewatering assembly 20. Preferably, in order to ensure the installation effect of the first support plate 12, two first rail bottom mounting plates 11 are selected, and the first rail bottom mounting plates 11 and the first support plate 12 are arranged in parallel. The rail bottom bracket 10 is installed at the bottom of the rail through the first rail bottom block, and the block installation form is adopted, which makes disassembly and installation more convenient. The installed rail bottom bracket 10 provides a foundation for the installation of the trackside dewatering assembly 20.

[0113] The wheels do not carry much water, and the water drops that drip onto the rails and the railside dewatering assembly 20 can be quickly removed by the heating of the railside dewatering assembly 20 and the rail waist dewatering assembly 30 to avoid freezing. Preferably, the railside dewatering assembly 20 and the rail waist dewatering assembly 30 are symmetrically arranged on both sides of the rail. The railside dewatering assembly 20 also provides safety protection for the rail bottom bracket 10 to prevent water drops from dripping onto the rail bottom bracket 10.

[0114] As an implementable embodiment, the first rail bottom block includes a first fixed block 131 and a first adjusting block; the first fixed block 131 and the first adjusting block are arranged opposite to each other, the first adjusting block includes a first fixed block 132, a first adjusting bolt 133 and a first adjusting block 134, the first fixed block 132 is fixedly connected to the first rail bottom mounting plate 11, the first adjusting bolt 133 is threadedly connected to the first fixed block 132, and the first adjusting block 134 is located on the side of the first fixed block 132 facing the first fixed block 131, and is rotatably connected to the first adjusting bolt 133.

[0115] Preferably, the first fixed block 131 is an inverted L-shaped structure, and the first adjustment block 134 is also an inverted L-shaped structure. The first adjustment block 134 and the first fixed block 131 are arranged opposite to each other, so as to better cooperate with the rail bottom structure of the rail and fix the rail bottom bracket 10. In order to facilitate the coordinated installation of the rail bottom block and the rail, a first adjustment bolt 133 threadedly connected to the first fixed block 132 is provided for the first adjustment block 134, and the first adjustment block 134 is rotatably connected to the first adjustment bolt 133. By rotating the first adjustment bolt 133, the position of the first adjustment block 134 can be adjusted, and the installation and removal of the rail bottom block and the rail can be achieved. In order to ensure the adjustment effect of the first adjustment block 134, a guide groove is also provided for the first adjustment block 134 on the first rail bottom mounting plate 11, and a guide block is provided at the bottom of the first adjustment block 134 to prevent the first adjustment block 134 from rotating with the first adjustment bolt 133. The first fixed block 131 and the first adjusting block 134 are both provided with fixing bolts. After the first rail bottom block is installed on the rail, the first rail bottom block is fixed to the rail through the fixing bolts.

[0116] As an implementable embodiment, the safety protection device also includes a rail clamp dewatering assembly 40, which is used at the rail connection to replace the rail waist dewatering assembly; the rail clamp dewatering assembly 40 is installed at the bottom of the rail; the rail clamp dewatering assembly 40 includes a second rail bottom mounting plate 41, a second support plate 42, a rail bottom heating plate 44 and a second rail bottom block, the second rail bottom block is fixed at both ends of the second rail bottom mounting plate 41, the second support plates 42 are two parallel plates, the second support plate 42 is fixedly connected to the second rail bottom block, the rail clamp dewatering assembly 40 is installed on the bottom of the rail through the second rail bottom block, the fixed end of the rail bottom heating plate 44 is fixedly connected to the second support plate 42, the mounting end of the rail bottom heating plate 44 extends obliquely toward the rail clamp, and the heating source 50 is mounted on the inner side of the mounting end of the rail bottom heating plate 44.

[0117] The rail clamp dewatering assembly 40 is suitable for heating the fixed area of ​​the rail clamp at the rail connection. The installation form of the rail clamp dewatering assembly 40 is similar to that of the rail bottom bracket 10. It is installed on the rail bottom of the rail through the second rail bottom block. The rail bottom heating plate 44 is installed on the second support plate 42 and extends obliquely toward the rail clamp to form a triangular area with the rail. The heating source 50 is installed on the rail bottom heating plate 44, located in the triangular area, to heat the rail clamp and remove moisture dripped from the wheels onto the rail and the clamp. Furthermore, an insulating pad 60 is also provided between the rail clamp dewatering assembly 40 and the rail to avoid conduction.

[0118] As an implementable embodiment, the second rail bottom block includes a second fixed block 431 and a second adjustment block; the second fixed block 431 and the second adjustment block are arranged opposite to each other, and the second adjustment block includes a second fixed block 432, a second adjustment bolt 433 and a second adjustment block 434; the second fixed block 432 is fixedly connected to the second rail bottom mounting plate 41; the second adjustment bolt 433 is threadedly connected to the second fixed block 432; the second adjustment block 434 is located on the side of the second fixed block 432 facing the second fixed block 431, and is rotatably connected to the second adjustment bolt 433; the second support plate 42 is fixedly connected to the second fixed block 431 and the second fixed block 432, respectively. Further, the second support plate 42 is respectively mounted on the second fixed block 431 and the second fixed block 432, and the specific installation form is as follows: Figure 8 and Fig.10 As shown, the width of the second rail bottom mounting plate 41 is reduced to avoid interference with the rail bottom bracket 10 and affect the installation of the rail bottom bracket 10. At the same time, the plane height of the rail bottom heating plate 44 is also increased, ensuring that the heating source 50 can be better installed in the space surrounded by the rail bottom heating plate 44 and the rail clamp, ensuring the heat transfer between the heating source 50 and the rail clamp. Preferably, the heating source 50 can be in the form of abutting against the rail clamp, which can better ensure the heat transfer effect.

[0119] The fixed block and the adjusting block are combined to realize the stable installation of the rail clamp dewatering assembly 40, and the fixed block, the adjusting bolt and the adjusting block are combined to facilitate the installation and removal of the rail clamp dewatering assembly 40. The second fixed block 431 and the second adjusting block 434 are both provided with fixing bolts. After the first rail bottom block is installed on the rail, the rail bottom block is fixed to the rail bottom by the fixing bolts.

[0120] As an implementable embodiment, a notch for fasteners to pass through is provided on the trackside water removal assembly 20.

[0121] The arrangement of the notch on the trackside mounting platform 21 and the through hole on the trackside protective cover 22 fully considers the installation conditions of the fasteners on the rails, making on-site construction more convenient and the inspection and maintenance of the fasteners more convenient.

[0122] As an implementable embodiment, insulating pads 60 are installed between the rail bottom bracket 10 and the rail clamp dewatering assembly 40 and the rail, and between the rail waist dewatering assembly 30 and the railside dewatering assembly 20.

[0123] The provision of the insulating pad 60 ensures insulation between the rail bottom bracket 10 and the rail clamp dewatering assembly 40 and the rail, and between the rail waist dewatering assembly 30 and the railside dewatering assembly 20, avoids electrical conduction, and ensures a safe working environment.

[0124] As an implementable embodiment, the heating source 50 is an electric heating material and is connected to an external power source.

[0125] The use of electric heating materials can better provide stable heat output and ensure the water removal effect.

[0126] In the description of the above embodiments, specific features, structures, materials or characteristics may be combined in a suitable manner in any one or more embodiments or examples.

[0127] The above are only specific embodiments of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art who is familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed by the present invention, which should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims

1. A track dewatering and anti-icing safety protection device for detecting the exit of a shed, characterized in that: It includes a rail bottom bracket, a railside dewatering assembly, and a rail waist dewatering assembly, and the railside dewatering assembly and the rail waist dewatering assembly are both provided with a heating source; The rail bottom bracket is installed at the rail bottom of the rail and extends to both sides of the rail; The railside dewatering assembly is fixedly connected to the rail bottom bracket, the railside dewatering assembly extends above the rail bottom, and the railside dewatering assembly is symmetrically arranged on both sides of the rail; The fixed end of the rail waist dewatering assembly is fixedly connected to the railside dewatering assembly, and the heating end of the rail waist dewatering assembly extends to the waist of the rail; The rail bottom bracket, the railside dewatering assembly and the rail waist dewatering assembly are arranged along the length direction of the rail; The rail bottom bracket comprises a first rail bottom mounting plate, a first support plate and a first rail bottom clamping block; The first support plates are two parallel plates, which are respectively fixedly connected to the two ends of the first rail bottom mounting plate, the first rail bottom clamping block is arranged in the middle of the first rail bottom mounting plate, the rail bottom bracket is installed on the rail bottom of the steel rail through the first rail bottom clamping block, and the railside water removal assembly is installed on the first support plate; The trackside water removal assembly includes a trackside mounting platform and a trackside protective cover; The fixed end of the railside mounting platform is fixedly connected to the rail bottom bracket, the heating end of the railside mounting platform extends above the bottom of the rail and does not contact the rail, the bottom of the railside mounting platform is provided with reinforcing ribs, the top of the railside mounting platform is provided with a mounting groove, the heating source is installed in the mounting groove, and the railside protective cover is installed on the railside mounting platform to cover the heating source; The rail waist dewatering assembly comprises a clamping plate and a protective cover; The fixed end of the clamping plate is bolted to the railside dewatering assembly, the mounting end of the clamping plate extends to the waist of the rail, the protective sleeve is fixedly mounted on the mounting end of the clamping plate, the protective sleeve is arranged along the length direction of the rail, and the heating source is installed in the protective sleeve.

2. The track dewatering and anti-icing safety protection device for detecting the exit of a shed according to claim 1 is characterized in that: The first rail bottom block includes a first fixed block and a first adjustment block; The first fixed block and the first adjusting block are arranged opposite to each other, and the first adjusting block includes a first fixed block, a first adjusting bolt and a first adjusting block, the first fixed block is fixedly connected to the first rail bottom mounting plate, the first adjusting bolt is threadedly connected to the first fixed block, and the first adjusting block is located on a side of the first fixed block facing the first fixed block, and is rotatably connected to the first adjusting bolt.

3. The track dewatering and anti-icing safety protection device for detecting the exit of a shed according to claim 1 is characterized in that: The safety protection device also includes a rail clamp dewatering assembly, which is used at the rail connection to replace the rail waist dewatering assembly; the rail clamp dewatering assembly is installed at the bottom of the rail; The rail clamp dewatering assembly includes a second rail bottom mounting plate, a second support plate, a rail bottom heating plate and a second rail bottom clamping block. The second rail bottom clamping block is fixed at both ends of the second rail bottom mounting plate. The second support plates are two parallel plates. The second support plate is fixedly connected to the second rail bottom clamping block. The rail clamp dewatering assembly is installed on the rail bottom of the steel rail through the second rail bottom clamping block. The fixed end of the rail bottom heating plate is fixedly connected to the second support plate. The mounting end of the rail bottom heating plate extends obliquely toward the rail clamp, and the heating source is installed on the inner side of the mounting end of the rail bottom heating platen.

4. The track dewatering and anti-icing safety protection device for detecting the exit of a shed according to claim 3 is characterized in that: The second rail bottom block includes a second fixed block and a second adjustment block; The second fixed block and the second adjusting block are arranged opposite to each other, and the second adjusting block includes a second fixed block, a second adjusting bolt and a second adjusting block, the second fixed block is fixedly connected to the second rail bottom mounting plate, the second adjusting bolt is threadedly connected to the second fixed block, the second adjusting block is located on the side of the second fixed block facing the second fixed block, and is rotatably connected to the second adjusting bolt, and the second support plate is fixedly connected to the second fixed block and the second fixed block respectively.

5. The track dewatering and anti-icing safety protection device for detecting the exit of a shed according to claim 1 is characterized in that: The trackside water removal assembly is provided with a notch for the fastener to pass through.

6. The track dewatering and anti-icing safety protection device for detecting the exit of a shed according to claim 3 is characterized in that: Insulating pads are installed between the rail bottom bracket and the rail, between the rail clamp dewatering assembly and the rail, and between the rail waist dewatering assembly and the railside dewatering assembly.

7. The track dewatering and anti-icing safety protection device for detecting the exit of a shed according to claim 1 is characterized in that: The heating source is an electric heating material and is externally connected to a power source.

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