Automatically-controlled railway crossing gate

Abstract

The invention relates to the technical field of railway crossing management, in particular to an automatic control railway crossing gate which comprises a machine shell, a rotating seat, a first gate rod and a second gate rod. The rotating base is rotationally installed on the machine shell. The first brake bar is installed on the rotating base and can rotate along with the rotating base. The second brake bar and the first brake bar are connected through a transmission piece, the transmission piece enables the second brake bar to synchronously rotate along with the first brake bar, and the second brake bar can rotate relative to the first brake bar. According to the automatically-controlled railway crossing gate, by means of relative rotation of the first gate rod and the second gate rod, inertia impact force generated at the rotation moment when the first gate rod drives the second gate rod to rotate is dispersed, part of the impact force is absorbed by means of compressibility of gas, instantaneous rigid impact is converted into flexible buffering, and the reliability of the gate is improved. The stress borne by the connecting part of the rotating seat and the first gate rod is reduced, and the service life of the gate is prolonged.

Description

Technical Field

[0001] The present invention relates to the technical field of railway crossing management, and in particular to an automatically controlled railway crossing gate. Background Art

[0002] Railway crossing gates are core equipment for ensuring traffic safety at the intersection of railways and roads. They are widely used in various types of railway crossings. Their main functions include: regulating the passage of vehicles and pedestrians by controlling the rise and fall of gate bars, avoiding traffic congestion at crossings, and improving traffic efficiency; blocking unauthorized vehicles and pedestrians from entering railway tracks, reducing the risk of collision accidents; and quickly and automatically closing in an emergency to prevent unauthorized intrusion and ensure the safety and stability of railway transportation.

[0003] Existing railway crossing gates have various control methods, ranging from wireless remote control to automatic control via a management system. Their structure typically consists of a reduction gearbox, motor, transmission mechanism, balancing device, chassis, gate bracket, and gate. Currently, the gate lever of mainstream gates uses an up-and-down opening and closing design, where the gate lever rotates 90° counterclockwise to open the road. However, because one end of the gate lever is hinged to the chassis, the inertia of the gate lever can easily cause significant impact and pressure at the hinged joint. This weakens the connection between the gate lever and the chassis over time, shortening the gate lever's service life. Summary of the Invention

[0004] The present invention provides an automatically controlled railway crossing gate to solve the problem in existing gates that, because one end of a gate rod is hinged to a chassis, the gate rod is easily subjected to large impact force and pressure at the hinge between the gate rod and the chassis under the action of inertia, which ultimately shortens the service life of the gate rod and affects the safety of the crossing.

[0005] An automatically controlled railway crossing gate of the present invention adopts the following technical solution: an automatically controlled railway crossing gate, comprising a casing, a rotating seat, a first gate rod, a second gate rod and a cylinder; the rotating seat can be mounted on the casing so as to rotate around a reference axis, and in an initial state, the axis of the first gate rod and the axis of the second gate rod are both arranged in a horizontal direction, the axis direction of the first gate rod is referred to as a first direction, the reference axis direction is a horizontal direction and is perpendicular to the first direction, and in an initial state, the first gate rod and the second gate rod are sequentially arranged on the rotating seat along the first direction; an end of the first gate rod away from the second gate rod in the first direction is mounted on the rotating seat and can rotate with the rotating seat; an end of the second gate rod and the first gate rod close to each other in the first direction are connected via a transmission member, and the transmission member is connected to the first gate rod via a transmission member. The moving part enables the second gate rod to rotate synchronously with the first gate rod, and the second gate rod can rotate relative to the first gate rod; a first rod is slidingly arranged inside the first gate rod, and the first rod is arranged along a first direction and can move in the first direction; the cylinder is installed on the rotating seat, and the push rod of the cylinder is connected to the first rod in the initial state; the automatically controlled railway crossing gate has a first state and a second state. When in the first state, the first gate rod drives the second gate rod to rotate from horizontal to vertical, the second gate rod rotates forward relative to the first gate rod, and the first rod moves along the first direction to the side close to the cylinder; when in the second state, the first gate rod drives the second gate rod to rotate from vertical to horizontal, the second gate rod rotates counterclockwise relative to the first gate rod, and the first rod moves along the first direction to the side away from the cylinder.

[0006] Furthermore, the transmission member includes a transmission shaft, and in an initial state, the axial direction of the transmission shaft is parallel to the direction of the reference axis; the transmission shaft passes through the first gate rod and the second gate rod in sequence along its axial direction, and is rotatably connected to the first gate rod and the second gate rod; a first gear is coaxially and fixedly arranged on the transmission shaft; a first rack is arranged at one end of the first rod close to the second gate rod in the first direction, the first rack is arranged along the first direction and meshes with the first gear; the second gate rod is connected to the transmission shaft, and when the second gate rod rotates relative to the first gate rod around the axial direction of the transmission shaft, the transmission shaft can rotate synchronously with the second gate rod.

[0007] Furthermore, the first gate rod and the cylinder are both mounted on the rotating seat through a mounting seat, the cylinder is fixed to the mounting seat, the mounting seat and the rotating seat are rotated together, the mounting seat can rotate around the reference axis with the rotating seat, and can rotate around the first direction relative to the rotating seat, and the first gate rod can rotate synchronously with the mounting seat.

[0008] Furthermore, an annular protrusion and a rotating gear are respectively provided at both ends of the mounting seat in the first direction. An annular groove for rotating with the annular protrusion is opened on the rotating seat. The central axis of the rotating gear is set along the first direction and can rotate around its own axis.

[0009] Furthermore, a first motor is provided on the rotating seat, a driving gear is provided on the output shaft of the first motor, a central axis of the driving gear is provided along the first direction, and the driving gear is meshed with the rotating gear.

[0010] Furthermore, it also includes a gate core assembly, which is installed inside the casing. The gate core assembly includes a rotating shaft, which is installed in the casing and can rotate around its own axis. The rotating shaft is connected to the rotating seat, and the direction of the reference axis is the axial direction of the rotating shaft.

[0011] Furthermore, a second rod is slidably provided inside the second gate rod, and the second rod is provided along the axial direction of the second gate rod and can move in the axial direction of the second gate rod. The axial direction of the second gate rod is called the second direction. In the initial state, the first direction and the second direction are parallel, and a second gear is coaxially and fixedly provided on the transmission shaft; a second rack is provided at one end of the second rod close to the first gate rod in the second direction, the second rack is provided along the first direction and meshes with the second gear, and in the initial state, the second rack is located above the first rack; the first rod and the first gate rod, as well as the second rod and the second gate rod, both have a locked state and an unlocked state. When in the locked state, the first rod is restricted from moving in the first direction relative to the first gate rod, and the second rod is restricted from moving in the first direction relative to the second gate rod. and a second gate rod that is in a locked position and is in a locked position when the first gate rod is in a locked position.

[0012] Furthermore, a first clamping member is provided at one end of the first rod away from the transmission shaft in the first direction, and the first clamping member includes a first clamping member, a first push block and two first clamping blocks. The first clamping member, the first push block and the first clamping block are arranged in sequence in the first direction, the first clamping member is located at a side of the first push block away from the transmission shaft in the first direction, the first clamping member is fixed to the first rod, the first push block is coaxially arranged and slidably connected to the first rod, the first clamping member is connected to the first push block through a first elastic member, the first elastic member is arranged along the first direction, the two first clamping blocks are arranged side by side in the vertical direction, two first clamping grooves are provided on the first gate rod, the first clamping grooves and the first clamping blocks are arranged one by one, in the initial state, the first clamping block is located at a side of the first clamping member away from the transmission shaft in the first direction, and the first elastic member is in a compressed state; a second clamping member is provided at one end of the second rod away from the transmission shaft in the second direction, and the structure of the second clamping member is the same as that of the first clamping member.

[0013] Furthermore, the end face of the first push block close to the two first clamping blocks in the first direction is a conical surface, the conical surface is arranged toward one side of the transmission shaft and is magnetic; the end faces of the two first clamping blocks close to each other in the vertical direction are called first end faces, the first end faces are inclined surfaces and are magnetic, and the conical surface and the first end faces attract each other.

[0014] Furthermore, a limiting groove is provided on the mounting seat, a first limiting block is provided on the first gate rod, and a second limiting block is provided on the second gate rod. Both the first limiting block and the second limiting block can be engaged with the limiting groove.

[0015] The beneficial effects of the present invention are as follows: an automatically controlled railway crossing gate of the present invention utilizes the relative rotation of the first gate rod and the second gate rod to disperse the inertial impact force at the moment of rotation when the first gate rod drives the second gate rod to rotate, and utilizes the compressibility of the gas to absorb part of the impact force, thereby converting the instantaneous rigid impact into a flexible buffer, reducing the stress borne by the connection part between the rotating seat and the first gate rod, so that the first gate rod has a vibration reduction function along the swinging direction in the instantaneous state of starting and stopping, thereby improving the stability of the gate operation and extending the service life of the gate. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0017] Figure 1 A schematic diagram of the overall structure of an embodiment of an automatically controlled railway crossing gate of the present invention; Figure 2Fig. 1 is a schematic diagram of a part structure of an embodiment of the automatic controlled railway crossing gate of the present application; Figure 3 Fig. 2 is a schematic diagram of an embodiment of the automatic controlled railway crossing gate of the present application without the shell; Figure 4 Fig. 3 is a top view of the overall structure of an embodiment of the automatic controlled railway crossing gate of the present application; Figure 5 Fig. 4 is a sectional view along A-A of the automatic controlled railway crossing gate of the present application; Figure 4 Fig. 5 is a sectional view along B-B of the automatic controlled railway crossing gate of the present application; Figure 6 Figure 5 Fig. 6 is an enlarged view of C of the automatic controlled railway crossing gate of the present application; Figure 7 Fig. 7 is an enlarged view of E of the automatic controlled railway crossing gate of the present application; Figure 6 Fig. 8 is an enlarged view of D of the automatic controlled railway crossing gate of the present application; Figure 8 Figure 5 Fig. 9 is an enlarged view of F of the automatic controlled railway crossing gate of the present application; Figure 9 Fig. 10 is an enlarged view of G of the automatic controlled railway crossing gate of the present application; Figure 4 Fig. 11 is a schematic diagram of the transmission shaft of an embodiment of the automatic controlled railway crossing gate of the present application; Figure 10 Figure 9 Fig. 12 is a schematic diagram of the mounting seat of an embodiment of the automatic controlled railway crossing gate of the present application. Figure 11 Fig. 13 is a schematic diagram of the mounting seat of an embodiment of the automatic controlled railway crossing gate of the present application. Figure 9 Fig. 14 is a schematic diagram of the mounting seat of an embodiment of the automatic controlled railway crossing gate of the present application. Figure 12 Fig. 15 is a schematic diagram of the transmission shaft of an embodiment of the automatic controlled railway crossing gate of the present application. Figure 13 Fig. 16 is a schematic diagram of the mounting seat of an embodiment of the automatic controlled railway crossing gate of the present application.

[0018] In the figure: 100, shell; 200, rotating seat; 210, mounting seat; 211, annular protrusion; 212, rotating gear; 213, limiting groove; 214, mounting plate; 215, through hole; 220, first motor; 221, driving gear; 300, first gate lever; 301, first limiting block; 302, first clamping groove; 310, first lever; 311, first rack; 320, first clamping lever; 330, first push block; 340, first clamping block; 350, first elastic member; 400, second gate lever; 401, second limiting block; 402, second clamping groove; 410, second lever; 411, second rack; 420, second clamping lever; 430, second push block; 440, second clamping block; 450, second elastic member; 500, air cylinder; 510, push rod; 600, transmission member; 610, transmission shaft; 611, first gear; 612, second gear; 700, gate core assembly; 710, rotating shaft; 720, second motor; 730, driving swing arm; 740, buffer arm; 750, balance spring; 760, bearing support.​​​ DETAILED DESCRIPTION

[0019] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0020] An embodiment of an automatically controlled railway crossing gate of the present invention is as follows Figures 1 to 13 shown.

[0021] An automatically controlled railway crossing gate includes a housing 100, a rotating base 200, a first gate rod 300, a second gate rod 400, and a cylinder 500. The rotating base 200 is mounted on the housing 100 so as to be rotatable about a reference axis. In an initial state, the axes of the first gate rod 300 and the second gate rod 400 are both arranged horizontally. The direction of the axis of the first gate rod 300 is referred to as the first direction. The reference axis direction is horizontal and perpendicular to the first direction. In an initial state, the first gate rod 300 and the second gate rod 400 are arranged sequentially on the rotating base 200 along the first direction. The end of the first gate rod 300 that is distal from the second gate rod 400 in the first direction is mounted on the rotating base 200 and is rotatable with the rotating base 200. The ends of the second gate rod 400 and the first gate rod 300 that are closer to each other in the first direction are connected via a transmission member 600. The transmission member 600 enables the second gate rod 400 to rotate synchronously with the first gate rod 300 and to rotate relative to the first gate rod 300. A first rod 310 is slidably provided inside the first gate rod 300 . The first rod 310 is provided along a first direction and can move in the first direction. The cylinder 500 is installed on the rotating seat 200 . In an initial state, the push rod 510 of the cylinder 500 is connected to the first rod 310 .

[0022] The automatically controlled railway crossing gate has a first state and a second state. When in the first state, the first gate rod 300 drives the second gate rod 400 to rotate from horizontal to vertical, the second gate rod 400 rotates forward relative to the first gate rod 300, and the first rod 310 moves along the first direction toward the side close to the cylinder 500; when in the second state, the first gate rod 300 drives the second gate rod 400 to rotate from vertical to horizontal, the second gate rod 400 rotates counterclockwise relative to the first gate rod 300, and the first rod 310 moves along the first direction toward the side away from the cylinder 500.

[0023] The embodiment is characterized in that the casing 100, the rotating seat 200, the first gate lever 300, the second gate lever 400 and the air cylinder 500 are cooperated, the first gate lever 300 and the second gate lever 400 are arranged in a horizontal direction in an initial state, that is, the first gate lever 300 and the second gate lever 400 restrict the vehicle passing at this time. When it is needed to switch the first gate lever 300 and the second gate lever 400 to allow the vehicle passing, the rotating seat 200 is rotated around the reference axis, the rotating seat 200 rotating drives the first gate lever 300 to rotate, and the first gate lever 300 drives the second gate lever 400 to rotate from the horizontal to the vertical, at this time, the automatic control railway crossing gate is in the first state.

[0024] Referring to Figure 1 the first gate lever 300 drives the second gate lever 400 to rotate upward, at the moment, the second gate lever 400 is far away from the rotating seat 200, and the second gate lever 400 will be subjected to an upward force under the action of inertia, so that the second gate lever 400 rotates reversely relative to the first gate lever 300, the reversely rotating is in the counterclockwise direction of the view angle shown in FIG. 1, and at this time, the first lever 310 moves to the side close to the air cylinder 500 in the first direction, compresses the gas in the air cylinder 500, and completes the gate opening. Figure 5

[0025] When it is needed to switch the first gate lever 300 and the second gate lever 400 to restrict the vehicle passing, the rotating seat 200 is rotated around the reference axis, the rotating seat 200 rotating drives the first gate lever 300 to rotate, and the first gate lever 300 drives the second gate lever 400 to rotate from the vertical to the horizontal, at this time, the automatic control railway crossing gate is in the second state. When the first gate lever 300 drives the second gate lever 400 to rotate upward, at the moment, the second gate lever 400 is far away from the rotating seat 200, and the second gate lever 400 will be subjected to an upward force under the action of inertia, so that the second gate lever 400 rotates reversely relative to the first gate lever 300, the reversely rotating is in the counterclockwise direction of the view angle shown in FIG. 1, and at this time, the first lever 310 moves to the side close to the air cylinder 500 in the first direction, compresses the gas in the air cylinder 500, and completes the gate opening. Figure 5

[0026] ​​That is, when the automatically controlled railway crossing gate switches between the first state and the second state, the relative rotation of the first gate rod 300 and the second gate rod 400 is utilized to disperse the inertial impact force at the moment of rotation when the first gate rod 300 drives the second gate rod 400 to rotate, and the compressibility of the gas is utilized to absorb part of the impact force, thereby converting the instantaneous rigid impact into a flexible buffer, reducing the stress borne by the connection part between the rotating seat 200 and the first gate rod 300, and enabling the first gate rod 300 to have a vibration reduction function along the swinging direction in the instantaneous state of starting and stopping, thereby improving the stability of the gate operation and extending the service life of the gate.

[0027] In a further embodiment, the transmission member 600 includes a transmission shaft 610. In an initial state, the axial direction of the transmission shaft 610 is parallel to the direction of the reference axis. The transmission shaft 610 passes through the first gate lever 300 and the second gate lever 400 in sequence along its axial direction and is rotationally connected to the first gate lever 300 and the second gate lever 400, specifically by a pin connection. A first gear 611 is coaxially and fixedly disposed on the transmission shaft 610. A first rack 311 is disposed at one end of the first lever 310, which is adjacent to the second gate lever 400 in the first direction. The first rack 311 is arranged in the first direction and meshes with the first gear 611. The second gate lever 400 is connected to the transmission shaft 610, and when the second gate lever 400 rotates relative to the first gate lever 300 about the axial direction of the transmission shaft 610, the transmission shaft 610 can rotate synchronously with the second gate lever 400.

[0028] In this embodiment, the transmission shaft 610 is provided, so that when the first gate lever 300 rotates along with the rotating seat 200 about the reference axis, the first gate lever 300 drives the second gate lever 400 to rotate synchronously via the transmission shaft 610. When the automatically controlled railway crossing gate switches between the first state and the second state, the second gate lever 400 rotates relative to the first gate lever 300 about the axis of the transmission shaft 610, driving the transmission shaft 610 to rotate. The rotation of the transmission shaft 610 causes the first rack 311 to move in the first direction, moving closer to or further away from the cylinder 500, via the first gear 611.

[0029] In a further embodiment, the first gate lever 300 and the cylinder 500 are both mounted on the rotating base 200 via a mounting base 210, and the cylinder 500 is fixedly mounted on the mounting base 210. The mounting base 210 is rotatably coupled with the rotating base 200. The mounting base 210 can rotate along with the rotating base 200 about a reference axis and can rotate relative to the rotating base 200 about a first direction. The first gate lever 300 can also rotate synchronously with the mounting base 210.

[0030] The mounting base 210 is provided with an annular protrusion 211 and a rotating gear 212 at both ends in the first direction. The rotating base 200 is provided with an annular groove for rotationally engaging with the annular protrusion 211, thereby enabling the mounting base 210 to rotate along with the rotating base 200 about the reference axis and to rotate relative to the rotating base 200 about the first direction. The rotating base 200 is provided with a first motor 220, and a driving gear 221 is provided on the output shaft of the first motor 220. The central axis of the driving gear 221 and the central axis of the rotating gear 212 are both arranged along the first direction. The driving gear 221 meshes with the rotating gear 212, allowing the rotating gear 212 to be rotatably arranged about its own axis.

[0031] Furthermore, both the mounting base 210 and the rotating gear 212 are provided with square grooves, and the first gate lever 300 is a square rod. Initially, the first gate lever 300 is located within the grooves. A limiting groove 213 is provided on the mounting base 210, and a first limiting block 301 is provided on the first gate lever 300. The first limiting block 301 can engage with the limiting groove 213. Initially, the first limiting block 301 engages with the limiting groove 213, and the limiting groove 213 is used to limit movement of the first gate lever 300 in the first direction. The provision of the square grooves and limiting grooves 213 allows the first gate lever 300 to rotate synchronously with the mounting base 210. During rotation, the push rod 510 of the cylinder 500 further limits the first gate lever 300, preventing it from sliding within the limiting groove 213.

[0032] In this embodiment, a mounting base 210 is provided, and the mounting base 210 is capable of rotating in a first direction relative to the rotating base 200. When the rotating base 200 rotates about a reference axis, the first gate bar 300 is driven to rotate via the mounting base 210, causing the first gate bar 300 to drive the second gate bar 400 to rotate from a vertical position to a horizontal position. After the first gate bar 300 and the second gate bar 400 are switched to restrict vehicle passage, the first motor 220 is started. The first motor 220 drives the rotating gear 212 to rotate via the driving gear 221, causing the mounting base 210 to rotate in the first direction relative to the rotating base 200. The rotation of the mounting base 210 drives the first gate bar 300 and the second gate bar 400 to rotate synchronously, and causes the mounting base 210 to rotate 90 degrees, causing the axis of the transmission shaft 610 to rotate to a vertical position.

[0033] The setting is because when the first gate rod 300 and the second gate rod 400 switch to limit the vehicle to pass, when the vehicle passes through the first gate rod 300 and the second gate rod 400, the vehicle in high-speed motion will drive the surrounding air to flow quickly, generate a pressure difference, make the first gate rod 300 and the second gate rod 400 vibrate, so the axis of the transmission shaft 610 is rotated to be arranged along the vertical direction, the damping direction of the first gate rod 300 and the second gate rod 400 can be switched. Specifically, during the process that the vehicle travels in the first direction, when the first gate rod 300 and the second gate rod 400 produce a swing in the vertical direction, at this time the second gate rod 400 can rotate around the axis of the transmission shaft 610 relative to the first gate rod 300, the rotation of the second gate rod 400 will drive the transmission shaft 610 to rotate, and then make the first rod 310 move in the first gate rod 300 along the first direction to the side close to or away from the air cylinder 500, disperse the inertial impact force at the moment of rotation when the first gate rod 300 drives the second gate rod 400 to rotate, and dampen. Or, in use, the impact size generated when the train passes can be predicted through the additional setting of a vehicle speed sensor and a wind speed sensor, when the impact force is large, the air pressure in the air cylinder 500 is further reduced to provide greater buffering.

[0034] The automatic control railway crossing gate further comprises a gate core assembly 700 installed inside the casing 100, the gate core assembly 700 comprises a rotating shaft 710 installed inside the casing 100 and capable of rotating around its own axis, the rotating shaft 710 is connected with the rotating seat 200 through a flange, and the direction of the reference axis is the axis direction of the rotating shaft 710.

[0035] The same as the prior art, the gate core assembly 700 further comprises a second motor 720, a driving swing arm 730, a buffer arm 740 and a balance spring 750. The casing 100 is provided with a bearing support 760, and the rotating shaft 710 is in rotating fit with the bearing support 760. The driving swing arm 730 and the buffer arm 740 are sequentially arranged on the rotating shaft 710 along the axis direction of the rotating shaft 710, the second motor 720 is installed on the casing 100, the driving swing arm 730 is installed on the output end of the second motor 720 through a reducer, and the balance spring 750 connects the buffer arm 740 and the casing 100.

[0036] In work, the second motor 720 is started to drive the driving swing arm 730 to rotate, the driving swing arm 730 drives the buffer arm 740 and the rotating shaft 710 to rotate, the rotating shaft 710 drives the rotating seat 200 to rotate, and drives the first gate rod 300 and the second gate rod 400 to rotate through the rotating seat 200. And the rotation of the buffer arm 740 will pull the balance spring 750, and the balance spring 750 provides an elastic force to the buffer arm 740, which further improves the stability of the automatic control railway crossing gate during the switching process between the first state and the second state, and reduces the load of the second motor 720.

[0037] In another possible embodiment, a second rod 410 is slidably disposed within the second gate bar 400. The second rod 410 is disposed along the axis of the second gate bar 400 and is movable in that direction. The axis of the second gate bar 400 is referred to as the second direction. Initially, the first and second directions are parallel. A second gear 612 is coaxially and fixedly disposed on the transmission shaft 610. A second rack 411 is disposed at one end of the second rod 410, proximate to the first gate bar 300 in the second direction. The second rack 411 is disposed along the second direction and meshes with the second gear 612. Initially, the second rack 411 is positioned above the first rack 311.

[0038] The first rod 310 and the first gate bar 300, as well as the second rod 410 and the second gate bar 400, both have a locked state and an unlocked state. When in the locked state, the first rod 310 is restricted from moving in the first direction relative to the first gate bar 300, and the second rod 410 is restricted from moving in the second direction relative to the second gate bar 400; when in the unlocked state, the first rod 310 is allowed to move in the first direction relative to the first gate bar 300, and the second rod 410 is allowed to move in the second direction relative to the second gate bar 400; in the initial state, the first rod 310 and the first gate bar 300 are in the unlocked state, and the second rod 410 and the second gate bar 400 are in the locked state. When the first rod 310 and the first gate bar 300 are switched from the unlocked state to the locked state, the second rod 410 and the second gate bar 400 can remain in the locked state and rotate 180° around the axis of the transmission shaft 610, so that the second gate bar 400 and the first gate bar 300 are arranged side by side in the axis direction of the transmission shaft 610; when the second rod 410 and the second gate bar 400 are switched from the locked state to the unlocked state, the first rod 310 and the first gate bar 300 can remain in the locked state and rotate 180° around the axis of the transmission shaft 610, so that the second rack 411 is located below the first rack 311.

[0039] The first rod 310 is provided with a first clamping member at one end thereof, which is away from the transmission shaft 610 in the first direction. The first clamping member includes a first clamping rod 320, a first push block 330, and two first clamping blocks 340. The first clamping rod 320, the first push block 330, and the first clamping block 340 are arranged in sequence in the first direction. The first clamping rod 320 is located on the side of the first push block 330 that is away from the transmission shaft 610 in the first direction. The first clamping rod 320 is fixedly connected to the first rod 310, and the first push block 330 is coaxially arranged and slidably connected to the first rod 310. The first clamping rod 320 is connected to the first push block 330 via a first elastic member 350, which is arranged along the first direction and is a spring. Two first latching blocks 340 are arranged vertically side by side. The first gate lever 300 defines two first latching slots 302, each corresponding to a first latching block 340. In the initial state, the first latching block 340 is located on the side of the first latching slot 302 that is farther from the transmission shaft 610 in the first direction, and the first elastic member 350 is in a compressed state. That is, the first latching block 340 is not engaged with its corresponding first latching slot 302, and the first gate lever 300 and the first rod 310 are in an unlocked state. Moving the first rod 310 in the first direction toward the transmission shaft 610 causes the first latching block 340 to engage with its corresponding first latching slot 302, thereby switching the first gate lever 300 and the first rod 310 from the unlocked state to the locked state.

[0040] Specifically, the end surface of the first push block 330, which is located in the first direction and closest to the two first clamping blocks 340, is a tapered surface. This tapered surface is positioned toward the transmission shaft 610 and is magnetic. The end surfaces of the two first clamping blocks 340 that are located in the vertical direction and closest to each other are referred to as first end surfaces. The first end surface is an inclined surface and is magnetic, and the tapered surface and the first end surface are mutually attracted.

[0041] A second clamping member is provided at one end of the second rod 410 away from the transmission shaft 610 in the second direction. The structure of the second clamping member is the same as that of the first clamping member.

[0042] The second engaging member includes a second engaging rod 420, a second push block 430, and two second engaging blocks 440. The second engaging rod 420, the second push block 430, and the second engaging blocks 440 are arranged sequentially in the second direction. The second engaging rod 420 is located on the side of the second push block 430 that is farther from the transmission shaft 610 in the second direction. The second engaging rod 420 is fixedly connected to the second rod 410, and the second push block 430 is coaxially arranged and slidably connected to the second rod 410. The second engaging rod 420 is connected to the second push block 430 via a second elastic member 450, which is arranged along the second direction and is a spring. The two second engaging blocks 440 are arranged vertically side by side. The second gate lever 400 defines two second engaging slots 402, which correspond one to one with the second engaging blocks 440. In the initial state, the second engaging blocks 440 engage with their corresponding second engaging slots 402, and the second elastic members 450 are in a natural state. That is, at this time, the second gate lever 400 and the second rod 410 are in a locked state. Moreover, the second rod 410 moves in the second direction away from the transmission shaft 610 to disengage the second engaging block 440 from the corresponding second engaging groove 402, thereby switching the second gate lever 400 and the second rod 410 from the locked state to the unlocked state.

[0043] Furthermore, two cylinders 500 are provided, both fixedly mounted on the mounting base 210. The two cylinders 500 can be connected to the first clamping rod 320 and the second clamping rod 420, respectively. The cylinder 500 connected to the first clamping rod 320 is referred to as the first cylinder, and the cylinder 500 connected to the second clamping rod 420 is referred to as the second cylinder. Electromagnets are provided on the push rods 510 of the first cylinder and the push rods 510 of the second cylinder. The first clamping rod 320 and the second clamping rod 420 are both made of magnetic material. The push rod 510 of the first cylinder can attract the first clamping rod 320, while the push rod 510 of the second cylinder can attract the second clamping rod 420. In the initial state, the push rod 510 of the first cylinder abuts against the first clamping rod 320 and attracts each other, so that the push rod 510 can push the first rod 310 to move in the first direction through the first clamping rod 320, and the second cylinder is inactive at this time.

[0044] Furthermore, a second limiting block 401 is provided on the second gate rod 400 . The second limiting block 401 can be engaged with the limiting groove 213 , so as to limit the movement of the second gate rod 400 in the second direction through the limiting groove 213 .

[0045] The mounting base 210 is provided with a mounting plate 214, and both cylinders 500 are fixedly mounted on the mounting plate 214. The mounting base 210 also has two through-holes 215, both arranged along the first direction, and corresponding one-to-one with the first and second cylinders. In the initial state, the push rod 510 of the first cylinder passes through the corresponding through-hole 215, extends into the first gate rod 300, and abuts the first locking rod 320. The push rod 510 of the second cylinder retracts into the corresponding through-hole 215.

[0046] In this embodiment, a second rod 410 is provided, and a second rack 411 on the second rod 410 is engaged with a second gear 612 on the transmission shaft 610. Figure 7 As shown, in the initial state, the first locking block 340 is located on the side of the first locking slot 302 away from the transmission shaft 610 in the first direction, and the first elastic member 350 is in a compressed state, that is, the first locking slot 302 is not engaged with the first locking slot 302 corresponding to it. At this time, the first gate lever 300 and the first rod 310 are in an unlocked state.

[0047] See also Figure 11 As shown, in the initial state, the second locking block 440 is locked with the corresponding second locking groove 402. At this time, the second gate rod 400 and the second rod 410 are in a locked state.

[0048] At this time, the electromagnet provided on the push rod 510 of the first cylinder is energized, locking the first engaging rod 320 therewith, restricting the first engaging rod 320 from sliding within the limiting groove 213. After the first gate lever 300 has been used for a long time, the first cylinder is activated, and the push rod 510 of the first cylinder pushes the first engaging rod 320 and the first rod 310 to move in the first direction toward the side close to the transmission shaft 610. The movement of the first engaging rod 320 and the first rod 310 drives the first push block 330 and the two first engaging blocks 340 to move synchronously. When the first engaging block 340 moves to the first engaging groove 302 corresponding thereto, the first elastic member 350 is released, and the conical surface of the first push block 330 pushes the first end surface of the first engaging block 340, causing the first engaging block 340 to move in the vertical direction and engage with the first engaging groove 302. At this time, the first rod 310 and the first gate lever 300 switch from the unlocked state to the locked state.

[0049] As the first rod 310 is pushed in the first direction by the push rod 510 of the first cylinder, the first rack 311 on the first rod 310 engages with the first gear 611, causing the first gear 611 to drive the entire transmission shaft 610 to rotate. Furthermore, because the second rod 410 and the second gate lever 400 are locked at this time, i.e., the second rod 410 cannot move in the second direction relative to the second gate lever 400, the second rod 410 and the second gate lever 400 can be considered as one. That is, when the transmission shaft 610 rotates, the transmission shaft 610 drives the second gate lever 400 to rotate synchronously via the second rod 410, causing the second rod 410 and the second gate lever 400 to rotate 180° about the axis of the transmission shaft 610. After rotation, the second gate lever 400 is arranged side by side with the first gate lever 300 along the axis of the transmission shaft 610, and the second gate lever 400 is now engaged with the limiting groove 213. That is to say, at this time, the first gate rod 300 and the second gate rod 400 are both engaged in the limiting groove 213 .

[0050] Then, the electromagnet on the push rod 510 of the first cylinder is de-energized, and the push rod 510 of the first cylinder is retracted into the corresponding through hole 215. The push rod 510 of the second cylinder is then passed through the corresponding through hole 215 and extended into the second gate rod 400. At the same time, the electromagnet on the push rod 510 of the second cylinder is energized, so that the second locking rod 420 and the push rod 510 of the second cylinder are attracted and locked to each other. Afterwards, the push rod 510 of the second cylinder pulls the second clamping rod 420 and the second rod 410 to move in the second direction toward the side away from the transmission shaft 610. The movement of the second rod 410 will drive the second push block 430 and the two second clamping blocks 440 to move synchronously, so that when the conical surface on the second push block 430 passes through the first end face of the second clamping block 440, the second clamping block 440 is attracted by magnetism, so that the conical surface can be fitted with the first end face again, and the second clamping block 440 will be disengaged from the second clamping groove 402 corresponding to it, and the second elastic member 450 will be compressed synchronously, thereby switching the second gate lever 400 and the second rod 410 from the locked state to the unlocked state.

[0051] After the second gate lever 400 and the second lever 410 are switched from the locked state to the unlocked state, the push rod 510 of the second cylinder will pull the second lever 410 to move relative to the second gate lever 400 in the second direction. During the movement of the second lever 410 relative to the second gate lever 400, the second rack 411 on the second lever 410 will engage with the second gear 612, so that the second gear 612 drives the entire transmission shaft 610 to rotate. At this time, the first lever 310 and the first gate lever 300 are in the locked state, that is, the first lever 310 cannot move relative to the first gate lever 300 in the first direction, so the first lever 310 and the first gate lever 300 can be regarded as a whole at this time. When the transmission shaft 610 rotates, the transmission shaft 610 will drive the first gate lever 300 to rotate synchronously through the first lever 310, so that the first lever 310 and the first gate lever 300 rotate 180° around the axis direction of the transmission shaft 610, and the first rack 311 after rotation is located above the second rack 411. At this time, the first gate lever 300 is disengaged from the limiting groove 213, and only the second gate lever 400 is engaged with the limiting groove 213.

[0052] After the above process, the positions of the first gate lever 300 and the second gate lever 400 are exchanged, so that the first gate lever 300 originally concentrated on wear is alternated with the relatively intact second gate lever 400, avoiding excessive wear of the first gate lever 300, improving the uniformity of wear, prolonging the service life of the first gate lever 300 and the second gate lever 400, and reducing the replacement cost.

[0053] In combination with the above embodiment, the specific working process is as follows: Referring to Figure 1 , in the initial state, the first gate lever 300 and the second gate lever 400 are arranged in the horizontal direction, that is, at this time, the first gate lever 300 and the second gate lever 400 restrict the passage of vehicles. When it is necessary to switch the first gate lever 300 and the second gate lever 400 to allow the passage of vehicles, the second motor 720 is started, the rotating shaft 710 drives the rotating seat 200 to rotate, and the rotating seat 200 drives the first gate lever 300 and the second gate lever 400 to rotate from the horizontal to the vertical, at this time, the automatically controlled railway crossing gate is in the first state.

[0054] At the moment when the first gate lever 300 drives the second gate lever 400 to rotate upward, the second gate lever 400 will be subjected to a downward force due to inertia because it is far away from the rotating seat 200, so that the second gate lever 400 rotates relative to the first gate lever 300 in the positive direction. The positive direction is the clockwise direction in the view angle shown in Figure 5 .

[0055] Because the second rod 410 and the second gate rod 400 are in a locked state at this time, that is, the second rod 410 cannot move in the second direction relative to the second gate rod 400, the second rod 410 and the second gate rod 400 can be regarded as one. That is, the second gate rod 400 will drive the transmission shaft 610 to rotate synchronously through the second rod 410, causing the transmission shaft 610 to rotate. The rotation of the transmission shaft 610 will prompt the first rack 311 to move in the first direction toward the side close to the cylinder 500 through the first gear 611, and drive the first rod 310 to move along the first direction toward the side close to the cylinder 500, thereby compressing the gas in the cylinder 500 and completing the opening of the gate.

[0056] When it is necessary to switch the first gate bar 300 and the second gate bar 400 to restrict the passage of vehicles, the second motor 720 is started, the rotating shaft 710 is used to drive the rotating seat 200 to rotate, and the rotating seat 200 is used to drive the first gate bar 300 and the second gate bar 400 to rotate from vertical to horizontal. At this time, the automatically controlled railway crossing gate is in the second state.

[0057] At the moment when the first gate rod 300 drives the second gate rod 400 to rotate upward, the second gate rod 400 will be subjected to an upward force due to its inertia because it is far away from the rotating seat 200, causing the second gate rod 400 to rotate in the opposite direction relative to the first gate rod 300. The reverse rotation is Figure 5 The viewing angle is shown in the counterclockwise direction.

[0058] Because the second rod 410 and the second gate rod 400 are in a locked state at this time, that is, the second rod 410 cannot move in the second direction relative to the second gate rod 400, the second rod 410 and the second gate rod 400 can be regarded as one. That is, the second gate rod 400 will drive the transmission shaft 610 to rotate synchronously through the second rod 410, causing the transmission shaft 610 to rotate. The rotation of the transmission shaft 610 will cause the first rack 311 to move in the first direction away from the cylinder 500 through the first gear 611, and drive the first rod 310 to move along the first direction away from the cylinder 500, thereby stretching the gas in the cylinder 500 and completing the closing of the gate.

[0059] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. An automatically controlled railway crossing gate, characterized by: The invention comprises a casing, a rotating seat, a first gate rod, a second gate rod and a cylinder; the rotating seat is rotatably mounted on the casing around a reference axis, and in an initial state, the axis of the first gate rod and the axis of the second gate rod are both arranged in a horizontal direction, and the axis direction of the first gate rod is referred to as a first direction, and the reference axis direction is a horizontal direction and is perpendicular to the first direction, and in an initial state, the first gate rod and the second gate rod are arranged in sequence along the first direction on the rotating seat; an end of the first gate rod away from the second gate rod in the first direction is mounted on the rotating seat and can rotate with the rotating seat; ends of the second gate rod and the first gate rod that are close to each other in the first direction are connected by a transmission member, and the transmission member enables the second gate rod to rotate synchronously with the first gate rod, and the second gate rod can rotate relative to the first gate rod; a first rod is slidably arranged inside the first gate rod, and the first rod is arranged along the first direction and can move in the first direction; the cylinder is mounted on the rotating seat, and in an initial state, a push rod of the cylinder is connected to the first rod; The automatically controlled railway crossing gate has a first state and a second state. When in the first state, the first gate rod drives the second gate rod to rotate from horizontal to vertical, the second gate rod rotates forward relative to the first gate rod, and the first rod moves along the first direction to the side close to the cylinder; when in the second state, the first gate rod drives the second gate rod to rotate from vertical to horizontal, the second gate rod rotates counterclockwise relative to the first gate rod, and the first rod moves along the first direction to the side away from the cylinder.

2. The automatic controlled railway crossing gate according to claim 1, characterized in that: The transmission member includes a transmission shaft, and in an initial state, the axial direction of the transmission shaft is parallel to the direction of the reference axis; the transmission shaft passes through the first gate rod and the second gate rod in sequence along its axial direction, and is rotatably connected to the first gate rod and the second gate rod; a first gear is coaxially and fixedly arranged on the transmission shaft; a first rack is arranged at one end of the first rod close to the second gate rod in the first direction, the first rack is arranged along the first direction and meshes with the first gear; the second gate rod is connected to the transmission shaft, and when the second gate rod rotates relative to the first gate rod around the axial direction of the transmission shaft, the transmission shaft can rotate synchronously with the second gate rod.

3. The automatic controlled railway crossing gate according to claim 2, characterized in that: The first gate rod and the cylinder are both installed on the rotating seat through the mounting seat. The cylinder is fixedly connected to the mounting seat. The mounting seat and the rotating seat rotate in coordination. The mounting seat can rotate around the reference axis with the rotating seat and can rotate around the first direction relative to the rotating seat, and the first gate rod can rotate synchronously with the mounting seat.

4. The automatic railway crossing gate according to claim 3, characterized in that: An annular protrusion and a rotating gear are respectively provided at both ends of the mounting seat in the first direction. An annular groove for rotating with the annular protrusion is opened on the rotating seat. The central axis of the rotating gear is set along the first direction and can rotate around its own axis.

5. The automatic railway crossing gate according to claim 4, characterized in that: A first motor is arranged on the rotating seat, a driving gear is arranged on the output shaft of the first motor, a central axis of the driving gear is arranged along a first direction, and the driving gear is meshed with the rotating gear.

6. The automatic controlled railway crossing gate according to claim 1, characterized in that: It also includes a gate core assembly, which is installed inside the casing. The gate core assembly includes a rotating shaft, which is installed in the casing and can rotate around its own axis. The rotating shaft is connected to the rotating seat, and the direction of the reference axis is the axial direction of the rotating shaft.

7. The automatic controlled railway crossing gate according to claim 3, characterized in that: A second rod is slidably provided inside the second gate rod, and the second rod is arranged along the axial direction of the second gate rod and can move in the axial direction of the second gate rod. The axial direction of the second gate rod is referred to as the second direction. In an initial state, the first direction and the second direction are parallel. A second gear is coaxially and fixedly provided on the transmission shaft. A second rack is provided at one end of the second rod close to the first gate rod in the second direction. The second rack is arranged along the second direction and meshes with the second gear. In an initial state, the second rack is located above the first rack. The first rod and the first gate rod, as well as the second rod and the second gate rod, both have a locked state and an unlocked state. When in the locked state, the first rod is restricted from moving in the first direction relative to the first gate rod, and the second rod is restricted from moving in the second direction relative to the second gate rod; when in the unlocked state, the first rod is allowed to move in the first direction relative to the first gate rod, and the second rod is allowed to move in the second direction relative to the second gate rod; in the initial state, the first rod and the first gate rod are in an unlocked state, and the second rod and the second gate rod are in a locked state; and when the first rod and the first gate rod are switched from the unlocked state to the locked state, the second rod and the second gate rod can remain in the locked state and rotate 180° around the axis of the transmission shaft, so that the second gate rod and the first gate rod are arranged side by side in the axis direction of the transmission shaft; when the second rod and the second gate rod are switched from the locked state to the unlocked state, the first rod and the first gate rod can remain in the locked state and rotate 180° around the axis of the transmission shaft, so that the second rack is located below the first rack.

8. The automatic controlled railway crossing gate according to claim 7, characterized in that: The first clamping member is provided at one end of the first rod away from the transmission shaft in the first direction, and the first clamping member includes a first clamping rod, a first push block and two first clamping blocks, and the first clamping rod, the first push block and the first clamping block are arranged in sequence in the first direction; the first clamping rod is located at a side of the first push block away from the transmission shaft in the first direction, the first clamping rod is fixed to the first rod, the first push block is coaxially arranged and slidably connected to the first rod, the first clamping rod is connected to the first push block through a first elastic member, and the first elastic member is arranged along the first direction; the two first clamping blocks are arranged side by side in a vertical direction, and two first clamping grooves are provided on the first gate rod, and the first clamping grooves are arranged in a one-to-one correspondence with the first clamping blocks. In the initial state, the first clamping block is located at a side of the first clamping groove away from the transmission shaft in the first direction, and the first elastic member is in a compressed state; A second clamping member is provided at one end of the second rod away from the transmission shaft in the second direction, and the structure of the second clamping member is the same as that of the first clamping member.

9. The automatic controlled railway crossing gate according to claim 8, characterized in that: The end face of the first push block close to the two first clamping blocks in the first direction is a conical surface, which is arranged toward one side of the transmission shaft and is magnetic; the end faces of the two first clamping blocks close to each other in the vertical direction are called first end faces, which are inclined surfaces and are magnetic, and the conical surface and the first end faces attract each other.

10. The automatic controlled railway crossing gate according to claim 3, characterized in that: A limiting groove is provided on the mounting seat, a first limiting block is provided on the first gate rod, and a second limiting block is provided on the second gate rod. Both the first limiting block and the second limiting block can be engaged with the limiting groove.

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