Alarm device for a track vehicle wheel stop and monitoring method

Abstract

This invention relates to the field of monitoring technology for wheel stops in rail vehicles, specifically disclosing an alarm device and monitoring method for wheel stops in rail vehicles. The alarm device includes a connecting frame, a mounting assembly, a monitoring assembly, and an alarm assembly. The mounting assembly is retractable and can connect to the bottom of the rail vehicle, ensuring stable fixation. The position of the monitor can be adjusted at any time via an adjustment mechanism, allowing the monitor to contact the wheel stop. The alarm assembly issues an alarm when the monitor detects movement of the wheel stop. This invention, by having the monitor contact the wheel stop directly, avoids false alarms caused by the movement of the wheel stop itself, effectively solving the problem of false alarms in existing technologies where alarm devices for rail vehicle wheel stops are directly mounted on the wheel stop.

Description

Technical Field

[0001] This invention relates to the field of monitoring technology for wheel stops on rail vehicles, and in particular to an alarm device and monitoring method for wheel stops on rail vehicles. Background Technology

[0002] The primary function of wheel stops on rail vehicles is to prevent accidental movement of the vehicle due to external forces or its own inherent characteristics during parking or maintenance. Installed on the track and in close contact with the wheels, the wheel stop generates sufficient friction to impede vehicle movement, thus ensuring the vehicle's safety and stability. Wheel stop alarm devices are typically used to monitor the status of the wheel stops and issue alarm signals when necessary to prevent accidents caused by wheel stop failure.

[0003] In the current technology, the alarm device for the wheel stop of the rail vehicle is usually installed directly on the wheel stop. The state detected by the device is affected by the movement state of the wheel stop itself, which may lead to inaccurate alarm signals or false alarms. When the wheel stop is subjected to impact or vibration, the alarm device may be triggered, resulting in false alarms and causing unnecessary trouble for the staff. Summary of the Invention

[0004] The purpose of this invention is to provide an alarm device and monitoring method for wheel stops of rail vehicles, so as to solve the problem that the alarm device for wheel stops of rail vehicles is directly installed on the wheel stop and will produce false alarms during detection.

[0005] On one hand, the present invention provides an alarm device for a wheel stop on a rail vehicle, comprising: a connecting frame; a mounting assembly retractably disposed on the connecting frame, the mounting assembly being connectable to the bottom of the rail vehicle; a monitoring assembly including an adjusting part and a monitor, the adjusting part being connected to the connecting frame, the monitor being mounted on the adjusting part, the adjusting part being adjustable to adjust the position of the monitor so that the monitor abuts against the wheel stop, the monitor being used to monitor the movement of the wheel stop; and an alarm assembly disposed on the connecting frame, the alarm assembly being configured to issue an alarm message when the monitor detects the movement of the wheel stop.

[0006] As an optional technical solution for an alarm device for a rail vehicle wheel stopper, the mounting assembly includes a mounting base and a connector. The mounting base is connected to the connecting frame. One end of the connector is retractably mounted on the mounting base, and the other end can be connected to the bottom of the rail vehicle.

[0007] As an optional technical solution for an alarm device for a rail vehicle wheel stopper, the mounting assembly further includes an elastic element, the mounting base has a threaded sleeve, the connecting member includes a connecting shell and magnetic elements and a screw mounted on both sides of the connecting shell, the magnetic elements can magnetically engage with the bottom of the rail vehicle, the screw is threadedly connected to the threaded sleeve, the elastic element is connected between the mounting base and the connecting shell, and is configured to make the mounting base always have a tendency to move away from the connecting shell, the connecting shell is rotatably set to adjust the height of the mounting assembly.

[0008] As an optional technical solution for an alarm device for a rail vehicle wheel stopper, the adjustment unit includes a first adjustment structure, a second adjustment structure, and a fixed structure. The first adjustment structure is rotatably mounted on the connecting frame, the second adjustment structure is telescopically mounted on the first adjustment structure, the fixed structure is mounted on the second adjustment structure, and the monitor is mounted on the fixed structure.

[0009] As an optional technical solution for an alarm device for a rail vehicle wheel stopper, the first adjustment structure includes a rotating shaft and a rotating seat. The rotating seat is detachably sleeved on the rotating shaft. The second adjustment structure is telescopically mounted on the rotating seat. The rotating shaft is rotatably mounted on the connecting frame to drive the rotating seat to rotate.

[0010] As an optional technical solution for the alarm device for the wheel stop of a rail vehicle, the first adjustment structure further includes a limiting rod and a fastening mechanism. The rotating seat has a limiting groove and a receiving groove that are interconnected. The limiting rod is connected to the rotating shaft and is located in the limiting groove. The fastening mechanism is rotatably mounted on the rotating seat and can clamp the rotating shaft located in the receiving groove.

[0011] As an optional technical solution for an alarm device for a rail vehicle wheel stopper, the fixing structure includes a fixing plate, a clamping plate, and a locking mechanism. The fixing plate and the clamping plate are pivotally connected. The clamping plate can rotate relative to the fixing plate to have a latching position and an open position. When the clamping plate is in the latching position, the locking mechanism is used to lock the relative position of the fixing plate and the clamping plate to clamp the monitor.

[0012] As an optional technical solution for the alarm device for the wheel stop of a rail vehicle, the alarm device for the wheel stop of a rail vehicle also includes an external sensor, which can be installed at the wheel axle of the rail vehicle and is used to detect the vibration frequency or temperature of the rail vehicle during operation.

[0013] As an optional technical solution for an alarm device for a rail vehicle wheel stopper, the alarm device for a rail vehicle wheel stopper further includes a controller. The alarm component includes a mounting frame and an alarm. The mounting frame is mounted on the connecting frame, the controller is mounted on the mounting frame, and the alarm is mounted on the controller. The alarm and the monitor are both communicatively connected to the controller. The controller can receive the monitoring signal from the monitor to control the alarm to issue an alarm signal.

[0014] On the other hand, the present invention provides a monitoring method for a rail vehicle wheel stopper, applicable to the alarm device for a rail vehicle wheel stopper in any of the above-mentioned solutions, wherein the monitoring method for a rail vehicle wheel stopper includes:

[0015] The mounting assembly is installed on the bottom of the rail vehicle;

[0016] The position of the monitor is adjusted by the adjustment part so that the monitor and the wheel stop are in contact.

[0017] The movement of the wheel stop is monitored by the monitor, and the signal monitored by the monitor is transmitted to the controller of the alarm device for the wheel stop of the rail vehicle.

[0018] If the controller determines that the movement state of the wheel stop is abnormal, the controller controls the alarm component to issue an alarm signal; if the controller determines that the movement state of the wheel stop is not abnormal, the controller controls the alarm component not to issue an alarm signal.

[0019] As an optional technical solution for monitoring wheel stops on rail vehicles, if the controller determines that the movement state of the wheel stop is abnormal, the controller controls the alarm component to issue an alarm signal, including:

[0020] If the monitor detects that the pressure value of the wheel chock exceeds a preset braking pressure value, the controller controls the alarm component to issue an alarm signal; and / or,

[0021] If the monitor detects that the displacement change of the wheel stop exceeds a preset displacement change value, the controller controls the alarm component to issue an alarm signal; and / or,

[0022] If the monitor detects that the angle of the wheel stop exceeds a preset angle range, the controller controls the alarm component to issue an alarm signal.

[0023] The beneficial effects of this invention are as follows:

[0024] This invention provides an alarm device for a rail vehicle wheel stop, comprising a connecting frame, a mounting assembly, a monitoring assembly, and an alarm assembly. The monitoring assembly includes an adjustment unit and a monitor. Using the alarm device provided by this invention, the mounting assembly is retractably mounted and can connect to the bottom of the rail vehicle. This allows the position of the mounting assembly to be adjusted according to the rail vehicle, ensuring stable fixation to the bottom. Simultaneously, the position of the monitor can be adjusted at any time via the adjustment unit, allowing the monitor to contact the wheel stop and thus enabling real-time monitoring of the wheel stop's operating status. The alarm assembly then issues an alarm when the monitor detects wheel stop movement, promptly alerting maintenance personnel. The alarm device provided by this invention does not directly mount on the wheel stop; instead, the monitor contacts the wheel stop. This prevents false alarms caused by the wheel stop's movement, effectively solving the problem of false alarms in existing alarm devices directly mounted on the wheel stop during detection. Attached Figure Description

[0025] Figure 1 This is a schematic diagram of the alarm device for a wheel stopper on a rail vehicle in an embodiment of the present invention;

[0026] Figure 2 This is a schematic diagram of the alarm device for a wheel stopper on a rail vehicle in an embodiment of the present invention, viewed from another angle.

[0027] Figure 3 This is a schematic diagram of the installation component in an embodiment of the present invention;

[0028] Figure 4 This is a schematic diagram of the adjustment structure in an embodiment of the present invention;

[0029] Figure 5 This is an exploded view of the adjustment structure in an embodiment of the present invention;

[0030] Figure 6 This is a schematic diagram of the fixed structure in an embodiment of the present invention.

[0031] In the picture:

[0032] 1. Connecting frame;

[0033] 2. Mounting components; 21. Mounting base; 22. Elastic element; 23. Connector; 231. Connecting shell; 232. Magnetic element; 233. Screw;

[0034] 3. Monitoring component; 31. Adjustment unit; 311. First connecting plate; 312. Second connecting plate; 3131. Drive motor; 3132. Rotating shaft; 3133. Rotating seat; 3134. Lifting rod; 3135. Limiting rod; 3136. Fastening mechanism; 3137. Limiting groove; 3138. Receiving groove; 314. Fixing structure; 3141. Fixing plate; 3142. Clamping plate; 3143. Lead screw; 3144. Fixing block; 32. Monitor;

[0035] 4. Alarm components; 41. Mounting bracket; 42. Controller; 421. Plug; 43. Alarm device; 431. Audible alarm device; 432. Light alarm device. Detailed Implementation

[0036] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0037] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for 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 the invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. The terms "first position" and "second position" refer to two different positions. Furthermore, "above," "on top of," and "over" the first feature in relation to the second feature includes the first feature directly above and diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "under," and "below" the first feature in relation to the second feature includes the first feature directly below and diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0038] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0039] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0040] like Figures 1 to 6 As shown, this embodiment provides an alarm device for a wheel stop on a rail vehicle. The alarm device includes a connecting frame 1, a mounting assembly 2, a monitoring assembly 3, and an alarm assembly 4. The mounting assembly 2 is retractably mounted on the connecting frame 1 and can be connected to the bottom of the rail vehicle. The monitoring assembly 3 includes an adjusting part 31 and a monitor 32. The adjusting part 31 is connected to the connecting frame 1, and the monitor 32 is mounted on the adjusting part 31. The adjusting part 31 can adjust the position of the monitor 32 so that the monitor 32 abuts against the wheel stop. The monitor 32 is used to monitor the movement of the wheel stop. The alarm assembly 4 is disposed on the connecting frame 1 and is configured to issue an alarm message when the monitor 32 detects movement of the wheel stop.

[0041] The alarm device for rail vehicle wheel stops provided by this invention features a retractable mounting component 2 that can connect to the bottom of the rail vehicle. This allows for adjustment of the mounting component 2's position according to the rail vehicle's condition, ensuring its stable fixation. Simultaneously, the position of the monitor 32 can be adjusted via the adjustment unit 31, enabling it to contact the wheel stop and monitor its operational status in real time. The alarm component 4 then issues an alarm when the monitor 32 detects wheel stop movement, promptly alerting maintenance personnel. This alarm device for rail vehicle wheel stops is not directly mounted on the wheel stop; instead, the monitor 32 contacts it. This prevents false alarms caused by the wheel stop's movement, effectively solving the problem of false alarms in existing wheel stop alarm devices directly mounted on the wheel stop. The monitor 32 monitors the wheel stop's movement, including displacement, pressure, and angle. The monitor 32 may include a displacement sensor, a pressure sensor, and a tilt sensor.

[0042] Optionally, the shape of the connecting bracket may include, but is not limited to, an L-shape, so that there is no interference when connecting the monitoring component 3 and the alarm component 4.

[0043] In some embodiments, such as Figure 1 and Figure 3As shown, the mounting assembly 2 includes a mounting base 21 and a connector 23. The mounting base 21 is connected to the connecting frame 1. One end of the connector 23 is retractably mounted on the mounting base 21, and the other end can connect to the bottom of the rail vehicle. This configuration allows for adjustment of the overall height of the mounting assembly 2 via the connector 23, enabling adjustments based on the installation conditions at the bottom of the rail vehicle and improving the stability of the installation. The mounting base 21 and the connecting frame 1 can be connected via snap-fit, magnetic attraction, or vacuum adsorption.

[0044] Optionally, the connector 23 may include, but is not limited to, a hydraulic telescopic cylinder, a telescopic air cylinder, etc.

[0045] Specifically, the mounting assembly also includes an elastic element 22, the mounting base 21 has a threaded sleeve, and the connector 23 includes a connecting shell 231 and magnetic suction elements 232 and screws 233 installed on both sides of the connecting shell 231. The magnetic suction elements 232 can magnetically engage with the bottom of the rail vehicle, facilitating installation and disassembly. The screws 233 are threadedly connected to the threaded sleeve, and the elastic element 22 is connected between the mounting base 21 and the connecting shell 231, configured to ensure that the mounting base 21 always tends to move away from the connecting shell 231. This allows the height of the mounting assembly 2 to be adjusted when the operator rotates the connecting shell 231, while simultaneously ensuring stability between the mounting base 21 and the connector 23.

[0046] Optionally, the elastic element 22 may include, but is not limited to, a spring. Specifically, the spring may be selected as a helical spring, torsion bar spring, etc., depending on the actual situation.

[0047] Optionally, the magnetic element 232 may include, but is not limited to, a magnet, a magnetic sheet, etc.

[0048] Optionally, the mounting base 21 includes a mounting base plate connected to the threaded sleeve. The mounting base plate is connected to the connecting bracket 1. The threaded sleeve has a threaded hole, and the screw 233 can be inserted into the threaded hole and threadedly connected to the threaded hole.

[0049] Optionally, the connecting shell 231 includes a knob shell, a first connecting shell disposed inside the knob shell, and a second connecting shell disposed on the top of the knob shell. One end of the screw 233 is connected to the first connecting shell, and the second connecting shell has a mounting cavity, with the magnetic member 232 disposed inside the mounting cavity.

[0050] Specifically, such as Figure 1 , Figure 2 , Figure 4 and Figure 5As shown, the adjustment unit 31 includes a first adjustment structure, a second adjustment structure, and a fixing structure 314. The first adjustment structure is rotatably mounted on the connecting frame 1, the second adjustment structure is telescopically mounted on the first adjustment structure, and the fixing structure 314 is mounted on the second adjustment structure. The monitor 32 is mounted on the fixing structure 314. This arrangement allows the monitor 32 to rotate and telescopically extend, facilitating contact between the monitor 32 and the wheel stop. This configuration also allows for flexible adjustment of the monitor 32, ensuring it is always in the optimal monitoring position.

[0051] In this embodiment, the first adjustment structure includes a rotating shaft 3132 and a rotating seat 3133. The rotating seat 3133 is detachably sleeved on the rotating shaft 3132, and the second adjustment structure is telescopically mounted on the rotating seat 3133. The rotating shaft 3132 is rotatably mounted on the connecting frame 1 to drive the rotating seat 3133 to rotate.

[0052] Optionally, the adjustment unit 31 further includes a first connecting plate 311, a second connecting plate 312, and a drive motor 3131. The first connecting plate 311 and the second connecting plate 312 are spaced apart on the connecting frame 1. The drive motor 3131 is mounted on either the first connecting plate 311 or the second connecting plate 312, and the output shaft of the drive motor 3131 is connected to one end of the rotating shaft 3132, thus driving the rotating shaft 3132 to rotate. Simultaneously, the other end of the rotating shaft 3132 passes sequentially through the first connecting plate 311 and the second connecting plate 312, and is rotatably connected to both. This allows the rotating shaft 3132 to drive the rotating seat 3133 to rotate, thereby achieving the purpose of adjusting the angle of the monitor 32.

[0053] Specifically, the second adjustment structure is a lifting rod 3134. Both ends of the lifting rod 3134 are connected to the rotating seat 3133 and the fixed structure 314, respectively. The lifting rod 3134 can drive the fixed structure 314 to rise and fall, thereby adjusting the height of the monitor 32 and further ensuring that the monitor 32 is always in the optimal monitoring position. The lifting rod 3134 may be, but is not limited to, an electrically operated lifting rod.

[0054] Furthermore, to facilitate the installation and disassembly of the rotating shaft 3132 and the rotating seat 3133, the first adjustment structure also includes a limiting rod 3135 and a fastening mechanism 3136. The rotating seat 3133 has a limiting groove 3137 and a receiving groove 3138 that are interconnected. The rotating shaft 3132 is located in the receiving groove 3138, and the limiting rod 3135 is connected to the rotating shaft 3132 and located in the limiting groove 3137. In this way, the rotating shaft 3132 can drive the rotating seat 3133 to rotate. At the same time, the fastening mechanism 3136 is rotatably mounted on the rotating seat 3133. With this arrangement, by rotating the fastening mechanism 3136, the rotating shaft 3132 located in the receiving groove 3138 can be clamped or allowed to pass, thus facilitating the installation and disassembly of the rotating shaft 3132 and the rotating seat 3133. The fastening mechanism 3136 includes a screw and a nut, which cooperate with each other to clamp or allow the rotating shaft 3132 located in the receiving groove 3138 to pass.

[0055] Optionally, at least one of the rotating base 3133, lifting rod 3134, fixing structure 314, and monitor 32 is provided. The rotating base 3133 and lifting rod 3134 are arranged in a one-to-one correspondence, the lifting rod 3134 and fixing structure 314 are arranged in a one-to-one correspondence, and the fixing structure 314 and monitor 32 are arranged in a one-to-one correspondence. This can improve the accuracy of the monitor 32 in monitoring the wheel stop.

[0056] In this embodiment, as Figure 1 , Figure 2 and Figure 6 As shown, the fixing structure 314 includes a fixing plate 3141, a clamping plate 3142, and a locking mechanism. The fixing plate 3141 and the clamping plate 3142 are pivotally connected, and the clamping plate 3142 can rotate relative to the fixing plate 3141 to have a engaged position and an unengaged position. When the clamping plate 3142 is in the engaged position, the locking mechanism locks the relative position of the fixing plate 3141 and the clamping plate 3142, thereby achieving the purpose of the clamping monitor 32. The locking mechanism includes a lead screw 3143 and a fixing block 3144. One end of the lead screw 3143 is connected to the other end of the clamping plate 3142, and the other end of the lead screw 3143 passes through the other end of the fixing plate 3141. The fixing block 3144 passes through the other end of the lead screw 3143 and is threadedly engaged with the lead screw 3143. This allows the clamping degree between the fixing plate 3141 and the clamping plate 3142 to be adjusted by screwing the fixing block 3144. Simultaneously, the fixing block 3144 abuts against the other end of the fixing plate 3141, thereby clamping the monitor 32 located between the fixing plate 3141 and the clamping plate 3142. This arrangement facilitates installation and disassembly. Both the fixing plate 3141 and the clamping plate 3142 are arc-shaped plates.

[0057] Furthermore, to more accurately monitor the operating status of rail vehicles, the alarm device for rail vehicle wheel stops also includes external sensors. These external sensors can be installed at the axles of the rail vehicle to detect vibration frequency or temperature during operation. Image comparison can be used to compare the current image with a preset standard image. If the relative position deviation between the rail vehicle's wheel and the wheel stop exceeds a preset pixel value (e.g., 8 pixels), or if the wheel shows signs of rolling, a risk of runaway is determined.

[0058] In some embodiments, the alarm device for the wheel stop of a rail vehicle further includes a controller 42, and the alarm assembly 4 includes a mounting bracket 41 and an alarm 43. The mounting bracket 41 is disposed on the other side of the connecting bracket 1, the controller 42 is disposed on the mounting bracket 41, and the alarm 43 is disposed on the controller 42. Both the alarm 43 and the monitor 32 are communicatively connected to the controller 42, so that the controller 42 can receive the monitoring signal from the monitor 32 and control the alarm 43 to issue an alarm signal.

[0059] Optionally, the controller 42 has a plug 421 for easy connection of the alarm 43.

[0060] Optionally, the alarm 43 includes a sound alarm 431 and a light alarm 432, which can promptly alert maintenance personnel.

[0061] This embodiment also provides a monitoring method for a rail vehicle wheel stop, applied to the alarm device for the rail vehicle wheel stop in the above-described scheme. The monitoring method for the rail vehicle wheel stop includes: first, installing the mounting assembly 2 on the bottom of the rail vehicle; then adjusting the position of the monitor 32 through the adjusting part 31 so that the monitor 32 and the wheel stop are in contact; monitoring the movement state of the wheel stop through the monitor 32 and transmitting the signal monitored by the monitor 32 to the controller 42; finally, if the controller 42 determines that the movement state of the wheel stop is abnormal, the controller 42 controls the alarm assembly 4 to issue an alarm signal; if the controller 42 determines that the movement state of the wheel stop is not abnormal, the controller 42 controls the alarm assembly 4 not to issue an alarm signal. With this configuration, this scheme does not directly place the alarm device for the rail vehicle wheel stop on the wheel stop, which can effectively prevent false alarms from occurring.

[0062] Specifically, if the controller 42 determines that the movement state of the wheel stop is abnormal, the controller 42 controls the alarm component 4 to issue an alarm signal, including: if the monitor 32 detects that the pressure value of the wheel stop exceeds a preset braking pressure value, the controller 42 controls the alarm component 4 to issue an alarm signal; wherein, when the monitor 32 detects that the pressure value of the wheel stop exceeds 80%-120% of the preset braking pressure value, the controller 42 determines that the wheel stop braking is abnormal and triggers an alarm signal. If the monitor 32 detects that the displacement change value of the wheel stop exceeds a preset displacement change value, the controller 42 controls the alarm component 4 to issue an alarm signal; if the displacement of the wheel stop on the track plane exceeds 5 mm within 10 seconds, or the displacement in the vertical direction exceeds 2 mm, it is determined that the wheel stop has abnormally shifted, and an alarm signal is triggered. If the monitor 32 detects that the angle of the wheel stop exceeds a preset angle range value, the controller 42 controls the alarm component 4 to issue an alarm signal. If the tilt sensor detects that the angle deviation of the wheel stop exceeds ±5°, it is determined that the angle of the wheel stop is abnormal, and an alarm signal is triggered.

[0063] The advantages of this invention are as follows:

[0064] 1. By setting up a connecting shell, magnetic suction component, screw, and mounting base, rotating the connecting shell will cause the screw to rotate and move inside the mounting base, thereby adjusting the height of the magnetic suction component to adapt to the installation conditions of different vehicle bottoms, ensuring that the device can stably fit the bottom of the vehicle.

[0065] 2. By setting up a rotating base, rotating shaft, drive motor, lifting rod, and fixed structure, after the drive motor is started, its output end immediately drives the rotating shaft to rotate. The rotating shaft drives the rotating base to rotate accordingly, so that the lifting rod rotates synchronously. Subsequently, the lifting rod drives the fixed structure to rotate, and then the fixed structure drives the monitor to rotate. At the same time, when the lifting rod is started, the fixed structure rises and falls synchronously, realizing flexible adjustment of the monitor's height and angle, ensuring that they can always be in the optimal monitoring position.

[0066] 3. By setting up a fixed plate, clamping plate, lead screw and fixing block, tighten the fixing block to separate it from the lead screw, and then pull the clamping plate. Since one end of the clamping plate can rotate inside the fixed plate, it will drive the lead screw out, which can realize the disassembly and assembly of the monitor, thus facilitating subsequent maintenance work.

[0067] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. Those skilled in the art can make other variations or modifications based on the above description. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. An alarm device for wheel stops on rail vehicles, characterized in that, include: Connector (1); Mounting assembly (2) is retractably mounted on the connecting frame (1), and the mounting assembly (2) is capable of being connected to the bottom of the rail vehicle; The monitoring component (3) includes an adjustment part (31) and a monitor (32). The adjustment part (31) is connected to the connecting frame (1). The monitor (32) is installed on the adjustment part (31). The adjustment part (31) can adjust the position of the monitor (32) so that the monitor (32) abuts against the wheel stop. The monitor (32) is used to monitor the movement of the wheel stop. An alarm component (4) is disposed on the connecting frame (1), and the alarm component (4) is configured to issue an alarm message when the monitor (32) detects the movement of the wheel stop; The adjustment unit (31) includes a first adjustment structure, a second adjustment structure and a fixing structure (314). The first adjustment structure is rotatably mounted on the connecting frame (1), the second adjustment structure is telescopically mounted on the first adjustment structure, the fixing structure (314) is mounted on the second adjustment structure, and the monitor (32) is mounted on the fixing structure (314). The first adjustment structure includes a rotating shaft (3132) and a rotating seat (3133). The rotating seat (3133) is detachably sleeved on the rotating shaft (3132). The second adjustment structure is telescopically mounted on the rotating seat (3133). The rotating shaft (3132) is rotatably mounted on the connecting frame (1) to drive the rotating seat (3133) to rotate. The first adjustment structure further includes a limiting rod (3135) and a fastening mechanism (3136). The rotating seat (3133) has a limiting groove (3137) and a receiving groove (3138) that are interconnected. The limiting rod (3135) is connected to the rotating shaft (3132) and is located in the limiting groove (3137). The fastening mechanism (3136) is rotatably mounted on the rotating seat (3133) and can clamp the rotating shaft (3132) located in the receiving groove (3138).

2. The alarm device for wheel stops of rail vehicles according to claim 1, characterized in that, The mounting assembly (2) includes a mounting base (21) and a connector (23). The mounting base (21) is connected to the connecting frame (1). One end of the connector (23) is retractably mounted on the mounting base (21), and the other end can be connected to the bottom of the rail vehicle.

3. The alarm device for wheel stops of rail vehicles according to claim 2, characterized in that, The mounting assembly further includes an elastic element (22), the mounting base (21) has a threaded sleeve, the connector (23) includes a connecting shell (231) and magnetic elements (232) and screws (233) mounted on both sides of the connecting shell (231), the magnetic elements (232) can magnetically engage with the bottom of the rail vehicle, the screws (233) are threadedly connected to the threaded sleeve, the elastic element (22) is connected between the mounting base (21) and the connecting shell (231) and is configured to make the mounting base (21) always have a tendency to move away from the connecting shell (231), the connecting shell (231) is rotatably set to adjust the height of the mounting assembly (2).

4. The alarm device for wheel stops of rail vehicles according to claim 1, characterized in that, The fixing structure (314) includes a fixing plate (3141), a clamping plate (3142), and a locking mechanism. The fixing plate (3141) and the clamping plate (3142) are pivotally connected. The clamping plate (3142) can rotate relative to the fixing plate (3141) to have a latching position and an open position. When the clamping plate (3142) is in the latching position, the locking mechanism is used to lock the relative position of the fixing plate (3141) and the clamping plate (3142) to clamp the monitor (32).

5. The alarm device for wheel stops of rail vehicles according to claim 1, characterized in that, The alarm device for the wheel stop of the rail vehicle also includes an external sensor, which can be installed at the wheel axle of the rail vehicle and is used to detect the vibration frequency or temperature of the rail vehicle during operation.

6. The alarm device for wheel stops of rail vehicles according to any one of claims 1-5, characterized in that, The alarm device for the wheel stop of the rail vehicle also includes a controller (42). The alarm component (4) includes a fixed frame (41) and an alarm (43). The fixed frame (41) is mounted on the connecting frame (1). The controller (42) is mounted on the fixed frame (41). The alarm (43) is mounted on the controller (42). The alarm (43) and the monitor (32) are both connected to the controller (42). The controller (42) can receive the monitoring signal from the monitor (32) to control the alarm (43) to issue an alarm signal.

7. A monitoring method for wheel stops on rail vehicles, characterized in that, The alarm device for a rail vehicle wheel stop as described in any one of claims 1-6, wherein the monitoring method for the rail vehicle wheel stop comprises: The mounting assembly (2) is installed on the bottom of the rail vehicle; The position of the monitor (32) is adjusted by the adjustment part (31) so that the monitor (32) and the wheel stop are in contact; The movement of the wheel stop is monitored by the monitor (32), and the signal monitored by the monitor (32) is transmitted to the controller (42) of the alarm device for the wheel stop of the rail vehicle. If the controller (42) determines that the motion state of the wheel stop is abnormal, the controller (42) controls the alarm component (4) to issue an alarm signal. If the controller (42) determines that the motion state of the wheel stop is not abnormal, the controller (42) controls the alarm component (4) not to issue an alarm signal.

8. The monitoring method for wheel stops of rail vehicles according to claim 7, characterized in that, If the controller (42) determines that the motion state of the wheel stop is abnormal, the controller (42) controls the alarm component (4) to issue an alarm signal, including: If the monitor (32) detects that the pressure value of the wheel stop exceeds the preset braking pressure value, the controller (42) controls the alarm component (4) to issue an alarm signal; and / or, If the monitor (32) detects that the displacement change value of the wheel stop exceeds the preset displacement change value, the controller (42) controls the alarm component (4) to issue an alarm signal; and / or, If the monitor (32) detects that the angle of the wheel stop exceeds the preset angle range value, the controller (42) controls the alarm component (4) to issue an alarm signal.

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