An automatically controlled railway crossing gate

Abstract

The present application relates to railway crossing management technical field, specifically to an automatic control railway crossing gate, including casing, rotating seat, first gate lever and second gate lever. The rotating seat is rotatably installed on the casing. The first gate lever is installed on the rotating seat and can rotate with the rotating seat. The second gate lever and the first gate lever are connected through a transmission member, the transmission member enables the second gate lever to rotate synchronously with the first gate lever, and the second gate lever can rotate relative to the first gate lever. The automatic control railway crossing gate utilizes the relative rotation of the first gate lever and the second gate lever, disperses the inertia impact force at the moment of rotating the first gate lever to drive the second gate lever to rotate, and utilizes the compressibility of gas to absorb part of the impact force, converts the instantaneous rigid impact into flexible buffering, reduces the stress borne by the connecting part of the rotating seat and the first gate lever, and prolongs the service life of the gate.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of railway crossing management, and particularly relates to an automatically controlled railway crossing gate. BACKGROUND

[0002] The railway crossing gate is a core equipment for ensuring the traffic safety of the crossing area of the railway and the road, is widely applied to various railway crossings, and mainly has the following functions: the gate rod is controlled to rise and fall to standardize the passing of vehicles and pedestrians, avoid the traffic confusion of the crossing, and improve the passing efficiency; the vehicles and pedestrians without permission are blocked from entering the railway track, so as to reduce the risk of collision accidents; in the emergency, the gate is quickly and automatically closed to prevent the unauthorized intrusion, and the safety and stability of the railway transportation are ensured.

[0003] The control mode of the existing railway crossing gate is various, the gate rod can be individually operated to rise and fall through wireless remote control, or the gate rod can be automatically controlled by being connected to a management system, and the structure of the gate rod is usually composed of a reduction gearbox, a motor, a transmission mechanism, a balancing device, a machine box, a gate rod support and a gate rod. At present, the gate rod of the mainstream gate is designed to be opened and closed up and down, that is, the gate rod is rotated counterclockwise by 90 degrees to realize the opening of the road. However, since one end of the gate rod is hinged to the machine box, the gate rod is prone to be subjected to a large impact force and pressure at the hinge between the gate rod and the machine box under the action of inertia, and the connection strength between the gate rod and the machine box is weakened after long-term use, so that the service life of the gate rod is shortened. SUMMARY

[0004] The present application provides an automatically controlled railway crossing gate to solve the problem in the existing gate that since one end of the gate rod is hinged to the machine box, the gate rod is prone to be subjected to a large impact force and pressure at the hinge between the gate rod and the machine box under the action of inertia, and the service life of the gate rod is shortened.

[0005] The application discloses an automatic control railway crossing gate which adopts the following technical scheme: an automatic control railway crossing gate comprises a casing, a rotating seat, a first gate lever, a second gate lever and a cylinder; the rotating seat is rotatably arranged on the casing about a reference axis; the axis of the first gate lever and the axis of the second gate lever are both arranged in a horizontal direction in an initial state, the direction of the axis of the first gate lever is referred to as a first direction, the direction of the reference axis is horizontal and perpendicular to the first direction, and the first gate lever and the second gate lever are sequentially arranged on the rotating seat in the first direction in the initial state; one end of the first gate lever, which is away from the second gate lever in the first direction, is rotatably arranged on the rotating seat; one end of the second gate lever and the first gate lever, which are close to each other in the first direction, is connected through a transmission member; the transmission member enables the second gate lever to rotate synchronously with the first gate lever, and the second gate lever can rotate relative to the first gate lever; a first rod is slidably arranged in the first gate lever and arranged in the first direction and movable in the first direction; the cylinder is arranged on the rotating seat, and a push rod of the cylinder is connected with the first rod in the initial state; the automatic control railway crossing gate has a first state and a second state; when in the first state, the first gate lever drives the second gate lever to rotate from horizontal to vertical, the second gate lever rotates forward relative to the first gate lever, and the first rod moves to the side close to the cylinder in the first direction; when in the second state, the first gate lever drives the second gate lever to rotate from vertical to horizontal, the second gate lever rotates reversely relative to the first gate lever, and the first rod moves to the side away from the cylinder in the first direction.

[0006] Further, the transmission member comprises a transmission shaft, the axis of the transmission shaft is parallel to the direction of the reference axis in the initial state; the transmission shaft sequentially passes through the first gate lever and the second gate lever along the axial direction and is rotatably connected with the first gate lever and the second gate lever; a first gear is coaxially and fixedly arranged on the transmission shaft; a first rack is arranged on one end of the first rod close to the second gate lever in the first direction, the first rack is arranged in the first direction and is in mesh with the first gear; the second gate lever is connected with the transmission shaft, and when the second gate lever rotates about the axis of the transmission shaft relative to the first gate lever, the transmission shaft can rotate synchronously with the second gate lever.

[0007] Further, the first gate lever and the cylinder are both arranged on the rotating seat through a mounting seat, the cylinder is fixedly connected with the mounting seat, the mounting seat is rotatably connected with the rotating seat, the mounting seat can rotate about the reference axis with the rotating seat and rotate about the first direction relative to the rotating seat, and the first gate lever can rotate synchronously with the mounting seat.

[0008] Further, the mounting seat is provided with a ring-shaped protrusion and a rotating gear at two ends in the first direction respectively, a ring groove for rotating cooperation with the ring-shaped protrusion is arranged on the rotating seat, and the central axis of the rotating gear is arranged in the first direction and can rotate about the axis thereof.

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

[0010] Further, the shutter core assembly is installed inside the casing, and the shutter core assembly comprises a rotating shaft, the rotating shaft is installed inside the casing and can rotate around its own axis, the rotating shaft is connected with the rotating seat, and the direction of the reference axis is the axis direction of the rotating shaft.

[0011] Further, a second rod is arranged inside the second shutter lever and can move along the axis direction of the second shutter lever, the axis direction of the second shutter lever is referred to as a second direction, the first direction and the second direction are parallel in the initial state, and a second gear is coaxially and fixedly arranged on the transmission shaft; one end of the second rod close to the first shutter lever in the second direction is provided with a second rack, the second rack is arranged along the first direction and engaged with the second gear, and the second rack is above the first rack in the initial state; the first rod and the first shutter lever, and the second rod and the second shutter lever have a locking state and an unlocking state, when in the locking state, the first rod is limited to move relative to the first shutter lever in the first direction, and the second rod is limited to move relative to the second shutter lever in the second direction; when in the unlocking state, the first rod is allowed to move relative to the first shutter lever in the first direction, and the second rod is allowed to move relative to the second shutter lever in the second direction; the first rod and the first shutter lever are in the unlocking state, and the second rod and the second shutter lever are in the locking state in the initial state; when the first rod and the first shutter lever are switched from the unlocking state to the locking state, the second rod and the second shutter lever can remain in the locking state and rotate 180° around the axis direction of the transmission shaft, so that the second shutter lever is arranged parallel to the first shutter lever in the axis direction of the transmission shaft; when the second rod and the second shutter lever are switched from the locking state to the unlocking state, the first rod and the first shutter lever can remain in the locking state and rotate 180° around the axis direction of the transmission shaft, so that the second rack is below the first rack.

[0012] Further, the first rod is provided with a first clamping piece at one end thereof away from the transmission shaft in the first direction, the first clamping piece comprises a first clamping rod, a first push block and two first clamping blocks, the first clamping rod, the first push block and the first clamping blocks are sequentially arranged in the first direction, the first clamping rod is located at one side of the first push block away from the transmission shaft in the first direction, the first clamping rod is fixedly connected with the first rod, the first push block is coaxially arranged with the first rod and is in sliding connection, the first clamping rod is connected with the first push block through a first elastic piece, the first elastic piece 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 formed in the first gate rod, the first clamping grooves are arranged in one-to-one correspondence with the first clamping blocks, in the initial state, the first clamping blocks are located at one side of the first clamping grooves away from the transmission shaft in the first direction, and the first elastic piece is in a compressed state; the second rod is provided with a second clamping piece at one end thereof away from the transmission shaft in the second direction, the structure of the second clamping piece is the same as that of the first clamping piece.

[0013] Further, the end face of the first push block at one end thereof close to the two first clamping blocks in the first direction is a conical face, the conical face is arranged on the side of the transmission shaft and has magnetism; the end face of the two first clamping blocks at one end thereof close to each other in the vertical direction is referred to as a first end face, the first end face is an inclined face and has magnetism, and the conical face and the first end face attract each other.

[0014] Further, a limiting groove is formed in the mounting seat, a first limiting block is arranged on the first gate rod, and a second limiting block is arranged on the second gate rod, and the first limiting block and the second limiting block can be clamped with the limiting groove.

[0015] The automatic control railway crossing gate has the advantages that: when the first gate rod drives the second gate rod to rotate, the inertia impact force at the moment of rotation is dispersed, part of the impact force is absorbed by the compressibility of the gas, the instantaneous rigid impact is converted into flexible buffering, the stress borne by the connecting part of the rotating seat and the first gate rod is reduced, the first gate rod has a damping function in the swing direction in the instantaneous state of starting and stopping, the stability of the gate operation is improved, and the service life of the gate is prolonged. BRIEF DESCRIPTION OF DRAWINGS

[0016] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or the prior art description. Obviously, the drawings in the following description only show some embodiments of the present application, and for those skilled in the art, other drawings can also be obtained from these drawings without any creative effort.

[0017] Figure 1 FIG. 1 is a schematic diagram of the overall structure of an embodiment of the automatic control railway crossing gate of the present application;

[0018] Figure 2 Fig. 1 is a schematic diagram of a part structure of an embodiment of an automatic controlled railway crossing gate of the present application;

[0019] Figure 3 Fig. 2 is a schematic diagram of an embodiment of an automatic controlled railway crossing gate of the present application without a casing;

[0020] Figure 4 Fig. 3 is a schematic diagram of an overall structure of an embodiment of an automatic controlled railway crossing gate of the present application;

[0021] Figure 5 Fig. 4 is a schematic diagram of a part structure of an embodiment of an automatic controlled railway crossing gate of the present application; Figure 4 Fig. 5 is a sectional view along A-A in Fig. 4;

[0022] Figure 6 Fig. 6 is an enlarged view of C in Fig. 4; Figure 5 Fig. 7 is an enlarged view of D in Fig. 4;

[0023] Figure 7 Fig. 8 is an enlarged view of E in Fig. 4; Figure 6 Fig. 9 is an enlarged view of F in Fig. 4;

[0024] Figure 8 Fig. 10 is an enlarged view of G in Fig. 4; Figure 5 Fig. 11 is a sectional view along B-B in Fig. 4;

[0025] Figure 9 Fig. 12 is a schematic diagram of a part structure of an embodiment of an automatic controlled railway crossing gate of the present application; Figure 4 Fig. 13 is a sectional view along B-B in Fig. 12;

[0026] Figure 10 Fig. 14 is an enlarged view of F in Fig. 12; Figure 9 Fig. 15 is an enlarged view of G in Fig. 12;

[0027] Figure 11 Fig. 16 is a schematic diagram of a part structure of an embodiment of an automatic controlled railway crossing gate of the present application; Figure 9 Fig. 17 is a schematic diagram of a part structure of an automatic controlled railway crossing gate of the present application;

[0028] Figure 12 Fig. 18 is a schematic diagram of a part structure of an automatic controlled railway crossing gate of the present application;

[0029] Figure 13 Fig. 19 is a schematic diagram of a part structure of an automatic controlled railway crossing gate of the present application.

[0030] In the figure: 100, the shell; 200, the rotating seat; 210, the mounting seat; 211, the annular protrusion; 212, the rotating gear; 213, the limiting groove; 214, the mounting plate; 215, the through hole; 220, the first motor; 221, the driving gear; 300, the first gate lever; 301, the first limiting block; 302, the first clamping groove; 310, the first rod; 311, the first rack; 320, the first clamping rod; 330, the first push block; 340, the first clamping block; 350, the first elastic member; 400, the second gate lever; 401, the second limiting block; 402, the second clamping groove; 410, the second rod; 411, the second rack; 420, the second clamping rod; 430, the second push block; 440, the second clamping block; 450, the second elastic member; 500, the air cylinder; 510, the push rod; 600, the transmission member; 610, the transmission shaft; 611, the first gear; 612, the second gear; 700, the gate core assembly; 710, the rotating shaft; 720, the second motor; 730, the driving swing arm; 740, the buffer arm; 750, the balance spring; 760, the bearing support. DETAILED DESCRIPTION

[0031] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all the other embodiments obtained by a person of ordinary skill in the art without creative work are within the protection scope of the present application.

[0032] An embodiment of the automatic control railway crossing gate of the present application is shown in the figure. Figures 1 to 13

[0033] ​The application discloses an automatic control railway crossing gate, which comprises a casing 100, a rotating base 200, a first gate rod 300, a second gate rod 400 and a cylinder 500. The rotating base 200 is rotatably arranged on the casing 100, the axis of the first gate rod 300 and the axis of the second gate rod 400 are arranged in a horizontal direction in an initial state, the direction of the axis of the first gate rod 300 is referred to as a first direction, the direction of the reference axis is horizontal and perpendicular to the first direction, and the first gate rod 300 and the second gate rod 400 are sequentially arranged on the rotating base 200 in the first direction in the initial state. One end of the first gate rod 300 away from the second gate rod 400 in the first direction is rotatably arranged on the rotating base 200. The two ends of the second gate rod 400 and the first gate rod 300 close to each other in the first direction are connected through a transmission member 600, the transmission member 600 enables the second gate rod 400 to rotate synchronously with the first gate rod 300, and the second gate rod 400 can rotate relative to the first gate rod 300. A first rod 310 is slidably arranged in the first gate rod 300, the first rod 310 is arranged in the first direction and can move in the first direction. The cylinder 500 is arranged on the rotating base 200, and a push rod 510 of the cylinder 500 is connected with the first rod 310 in the initial state.

[0034] The automatic control railway crossing gate has a first state and a second state. 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 in a forward direction relative to the first gate rod 300, and the first rod 310 moves to the side close to the cylinder 500 in the first direction. 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 in a reverse direction relative to the first gate rod 300, and the first rod 310 moves to the side away from the cylinder 500 in the first direction.

[0035] In the initial state, the first gate rod 300 and the second gate rod 400 are arranged in the horizontal direction, that is, the first gate rod 300 and the second gate rod 400 restrict the passing of vehicles. When it is needed to switch the first gate rod 300 and the second gate rod 400 to allow the passing of vehicles, the rotating base 200 is rotated around the reference axis, the rotating base 200 drives the first gate rod 300 to rotate, and the first gate rod 300 drives the second gate rod 400 to rotate from horizontal to vertical, so that the automatic control railway crossing gate is in the first state.

[0036] Referring to Figure 1As shown, 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, so that the second gate lever 400 rotates relative to the first gate lever 300 in a positive direction, i.e. in a clockwise direction as viewed from the perspective shown in FIG. 6, and at this time the first lever 310 moves along the first direction to the side close to the cylinder 500, compresses the gas in the cylinder 500, and completes the opening of the gate. Figure 5

[0037] When it is required to switch the first gate lever 300 and the second gate lever 400 to limit the passage of vehicles, the rotating seat 200 is rotated about the reference axis, which drives the first gate lever 300 to rotate and drives the second gate lever 400 to rotate from vertical to horizontal through the first gate lever 300, at this time the automatically controlled railway crossing gate is in the second state. 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 an upward force due to inertia, so that the second gate lever 400 rotates relative to the first gate lever 300 in a reverse direction, i.e. in a counterclockwise direction as viewed from the perspective shown in FIG. 6, and at this time the first lever 310 moves along the first direction to the side away from the cylinder 500, stretches the gas in the cylinder 500, and completes the closing of the gate. It should be particularly noted that the gas pressure in the cylinder 500 is not large in the initial state, which can ensure that the first gate lever 300 and the second gate lever 400 are in the horizontal state. Figure 5

[0038] That is, when the automatically controlled railway crossing gate is switched between the first state and the second state, the relative rotation of the first gate lever 300 and the second gate lever 400 is utilized to disperse the inertia impact force at the moment when the first gate lever 300 drives the second gate lever 400 to rotate, and the compressibility of the gas is utilized to absorb part of the impact force, which converts the instantaneous rigid impact into flexible buffering, reduces the stress borne by the connecting part of the rotating seat 200 and the first gate lever 300, and enables the first gate lever 300 to have a damping function in the swing direction in the instantaneous state of starting and stopping, thereby improving the stability of the operation of the gate and prolonging the service life of the gate.

[0039] ​​In a further embodiment, the transmission member 600 comprises a transmission shaft 610, the axial direction of which is parallel to the direction of the reference axis in the initial state. 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 with the first gate lever 300 and the second gate lever 400, specifically, by pin connection. The first gear 611 is coaxially and fixedly arranged on the transmission shaft 610. The first rack 311 is arranged on one end of the first lever 310 close to the second gate lever 400 in the first direction, and the first rack 311 is arranged in the first direction and engaged with the first gear 611. The second gate lever 400 is connected with 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.

[0040] In the embodiment, the transmission shaft 610 is arranged, so that when the first gate lever 300 rotates with the rotating seat 200 about the direction of the reference axis, the first gate lever 300 drives the second gate lever 400 to rotate synchronously through the transmission shaft 610. When the automatic control 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 axial direction of the transmission shaft 610 and drives the transmission shaft 610 to rotate, and the rotation of the transmission shaft 610 drives the first rack 311 to move in the first direction through the first gear 611, close to or away from the air cylinder 500.

[0041] In a further embodiment, the first gate lever 300 and the air cylinder 500 are both mounted on the rotating seat 200 through the mounting seat 210, and the air cylinder 500 is fixedly mounted on the mounting seat 210. The mounting seat 210 is rotationally connected with the rotating seat 200, and can rotate with the rotating seat 200 about the reference axis and rotate relative to the rotating seat 200 about the first direction, and the first gate lever 300 can rotate synchronously with the mounting seat 210.

[0042] The mounting seat 210 is provided with the annular protrusion 211 and the rotating gear 212 at both ends in the first direction, respectively, and the rotating seat 200 is provided with the annular groove for rotationally connecting with the annular protrusion 211, so that the mounting seat 210 can rotate with the rotating seat 200 about the reference axis and rotate relative to the rotating seat 200 about the first direction. The rotating seat 200 is provided with the first motor 220, and the output shaft of the first motor 220 is provided with the driving gear 221, the central axis of the driving gear 221 and the central axis of the rotating gear 212 are both arranged in the first direction, and the driving gear 221 is engaged with the rotating gear 212, so that the rotating gear 212 can be rotationally arranged about its own axis.

[0043] Further, the mounting seat 210 and the rotating gear 212 are both provided with square recesses, and the first gate rod 300 is a square rod. In the initial state, the first gate rod 300 is in the recess. The mounting seat 210 is provided with a limiting groove 213, and the first gate rod 300 is provided with a first limiting block 301, which can be clamped with the limiting groove 213, and in the initial state, the first limiting block 301 is clamped with the limiting groove 213, and the limiting groove 213 is used to limit the movement of the first gate rod 300 in the first direction. By setting the square recess and the limiting groove 213, the first gate rod 300 can rotate synchronously with the mounting seat 210, and in the process of rotating the first gate rod 300, the push rod 510 of the air cylinder 500 will further limit the first gate rod 300, preventing the first gate rod 300 from sliding in the limiting groove 213.

[0044] The embodiment is provided with the mounting seat 210, and the mounting seat 210 can rotate relative to the rotating seat 200 around the first direction. When the rotating seat 200 rotates around the reference axis and drives the first gate rod 300 to rotate through the mounting seat 210, the first gate rod 300 drives the second gate rod 400 to rotate from vertical to horizontal, and after switching the first gate rod 300 and the second gate rod 400 to limit the vehicle passing, the first motor 220 is started, which drives the rotating gear 212 to rotate through the driving gear 221, so that the mounting seat 210 rotates relative to the rotating seat 200 around the first direction. The rotation of the mounting seat 210 will drive the first gate rod 300 and the second gate rod 400 to rotate synchronously, and the mounting seat 210 rotates 90°, so that the axis of the transmission shaft 610 rotates to be arranged along the vertical direction.

[0045] The setting is because when the first gate rod 300 and the second gate rod 400 are switched to limit the vehicle passing, when the vehicle passes through the first gate rod 300 and the second gate rod 400, the high-speed moving vehicle will drive the surrounding air to flow quickly, causing a pressure difference, so that the first gate rod 300 and the second gate rod 400 vibrate, therefore, rotating the axis of the transmission shaft 610 to be arranged along the vertical direction can switch the damping direction of the first gate rod 300 and the second gate rod 400. Specifically, during the process of the vehicle driving in the first direction, when the first gate rod 300 and the second gate rod 400 shake in the vertical direction, at this time, the second gate rod 400 can rotate relative to the first gate rod 300 around the axis of the transmission shaft 610, and the rotation of the second gate rod 400 will drive the transmission shaft 610 to rotate, and then the first rod 310 moves in the first gate rod 300 along the first direction to the side close to or away from the air cylinder 500, dispersing the inertial impact force at the moment of rotating the first gate rod 300 to drive the second gate rod 400 to rotate, and damping. Or, in use, the impact size generated when the train passes can be predicted by additionally setting a vehicle speed sensor and a wind speed sensor, and when the impact force is large, the air pressure in the air cylinder 500 is further reduced to provide greater buffering.

[0046] The automatic control railway crossing gate further comprises a gate core assembly 700 installed inside the casing 100, the gate core assembly 700 comprising a rotating shaft 710 installed inside the casing 100 and capable of rotating around its own axis, the rotating shaft 710 being connected to the rotating seat 200 through a flange, and the direction of the reference axis being the axis direction of the rotating shaft 710.

[0047] 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.

[0048] In operation, 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 the rotating seat 200 drives the first gate rod 300 and the second gate rod 400 to rotate. The rotation of the buffer arm 740 pulls the balance spring 750, and the balance spring 750 provides elastic force to the buffer arm 740, further improving the stability of the automatic control railway crossing gate during switching between the first state and the second state, and reducing the load of the second motor 720.

[0049] In another possible embodiment, a second rod 410 is slidably arranged inside the second gate rod 400, the second rod 410 being arranged along the axis direction of the second gate rod 400 and being capable of moving in the axis direction of the second gate rod 400, the axis direction of the second gate rod 400 being referred to as a second direction, and the first direction and the second direction being parallel in the initial state. The transmission shaft 610 is coaxially and fixedly provided with a second gear 612. The second rod 410 is provided with a second rack 411 at one end close to the first gate rod 300 in the second direction, the second rack 411 being arranged along the second direction and being in mesh with the second gear 612, and the second rack 411 being located above the first rack 311 in the initial state.

[0050] The first rod 310 and the first gate rod 300, and the second rod 410 and the second gate rod 400 have a locked state and an unlocked state. In the locked state, the movement of the first rod 310 relative to the first gate rod 300 in the first direction and the movement of the second rod 410 relative to the second gate rod 400 in the second direction are limited. In the unlocked state, the movement of the first rod 310 relative to the first gate rod 300 in the first direction and the movement of the second rod 410 relative to the second gate rod 400 in the second direction are allowed. In the initial state, the first rod 310 and the first gate rod 300 are in the unlocked state, and the second rod 410 and the second gate rod 400 are in the locked state. When the first rod 310 and the first gate rod 300 switch from the unlocked state to the locked state, the second rod 410 and the second gate rod 400 can remain in the locked state and rotate 180° around the axis direction of the transmission shaft 610, so that the second gate rod 400 and the first gate rod 300 are arranged side by side in the axis direction of the transmission shaft 610. When the second rod 410 and the second gate rod 400 switch from the locked state to the unlocked state, the first rod 310 and the first gate rod 300 can remain in the locked state and rotate 180° around the axis direction of the transmission shaft 610, so that the second rack 411 is located below the first rack 311.

[0051] The first rod 310 is provided with a first clamping piece at one end away from the transmission shaft 610 in the first direction. The first clamping piece 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 blocks 340 are sequentially arranged in the first direction, and the first clamping rod 320 is located on the side of the first push block 330 away from the transmission shaft 610 in the first direction. The first clamping rod 320 is fixedly connected with the first rod 310, the first push block 330 is coaxially arranged with the first rod 310 and is slidingly connected with the first rod 310, the first clamping rod 320 is connected with the first push block 330 through a first elastic piece 350, the first elastic piece 350 is arranged along the first direction, and the first elastic piece 350 is a spring. The two first clamping blocks 340 are arranged side by side in the vertical direction, and two first clamping grooves 302 are formed in the first gate rod 300. The first clamping grooves 302 are arranged one by one corresponding to the first clamping blocks 340. In the initial state, the first clamping blocks 340 are located on the side of the first clamping grooves 302 away from the transmission shaft 610 in the first direction, and the first elastic piece 350 is in a compressed state. That is, the first clamping blocks 340 are not clamped with the first clamping grooves 302 corresponding thereto, and at this time, the first gate rod 300 and the first rod 310 are in the unlocked state. Moving the first rod 310 in the first direction towards the side close to the transmission shaft 610 can enable the first clamping blocks 340 to be clamped with the first clamping grooves 302 corresponding thereto, thereby enabling the first gate rod 300 and the first rod 310 to switch from the unlocked state to the locked state.

[0052] Specifically, the end face of the first push block 330 close to one end of the two first clamping blocks 340 in the first direction is a tapered face, the tapered face is arranged towards the side of the transmission shaft 610 and has magnetism. The end face of the two first clamping blocks 340 close to each other in the vertical direction is referred to as a first end face, the first end face is an inclined face and has magnetism, and the tapered face and the first end face attract each other.

[0053] The second rod 410 is provided with a second clamping piece at one end away from the transmission shaft 610 in the second direction, and the structure of the second clamping piece is the same as that of the first clamping piece.

[0054] The second clamping piece includes a second clamping rod 420, a second push block 430 and two second clamping blocks 440, which are sequentially arranged in the second direction, and the second clamping rod 420 is located on the side of the second push block 430 away from the transmission shaft 610 in the second direction. The second clamping rod 420 is fixedly connected with the second rod 410, the second push block 430 is coaxially arranged with the second rod 410 and is in sliding connection, the second clamping rod 420 is connected with the second push block 430 through a second elastic piece 450, the second elastic piece 450 is arranged along the second direction, and the second elastic piece 450 is a spring. The two second clamping blocks 440 are arranged side by side in the vertical direction, and two second clamping grooves 402 are formed in the second brake rod 400, the second clamping grooves 402 are arranged one by one with the second clamping blocks 440, the second clamping blocks 440 are clamped with the second clamping grooves 402 arranged correspondingly in the initial state, and the second elastic piece 450 is in a natural state. That is, at this time, the second brake rod 400 and the second rod 410 are in a locked state. And moving the second rod 410 to the side away from the transmission shaft 610 in the second direction can make the second clamping block 440 and the second clamping groove 402 arranged correspondingly disengage, thereby switching the second brake rod 400 and the second rod 410 from the locked state to the unlocked state.

[0055] Further, the two air cylinders 500 are fixedly arranged on the mounting seat 210, and the two air cylinders 500 can be connected with the first clamping rod 320 and the second clamping rod 420 respectively. The air cylinder 500 connected with the first clamping rod 320 is referred to as a first cylinder, and the air cylinder 500 connected with the second clamping rod 420 is referred to as a second cylinder. The push rod 510 of the first cylinder and the push rod 510 of the second cylinder are both provided with electromagnets, 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, and 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 and attracts the first clamping rod 320, 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 at this time, the second cylinder is not in action.

[0056] Further, the second gate lever 400 is provided with a second limiting block 401, which can be clamped with the limiting groove 213 to limit the movement of the second gate lever 400 in the second direction.

[0057] The mounting seat 210 is provided with a mounting plate 214, and the two cylinders 500 are fixedly installed on the mounting plate 214. The mounting seat 210 is also provided with two through holes 215, which are arranged along the first direction and correspond to the first cylinder and the second cylinder one by one. In the initial state, the push rod 510 of the first cylinder extends into the first gate lever 300 through the through hole 215 corresponding thereto and abuts against the first clamping rod 320. The push rod 510 of the second cylinder is retracted into the through hole 215 corresponding thereto.

[0058] In this embodiment, the second rod 410 is provided, and the second rack 411 on the second rod 410 is engaged with the second gear 612 on the transmission shaft 610. As shown in Figure 7 In the initial state, the first clamping block 340 is located on the side of the first clamping groove 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 clamping groove 302 is not clamped with the first clamping groove 302 corresponding thereto. At this time, the first gate lever 300 and the first rod 310 are in an unlocked state.

[0059] As shown in Figure 11 In the initial state, the second clamping block 440 is clamped with the second clamping groove 402 corresponding thereto. At this time, the second gate lever 400 and the second rod 410 are in a locked state.

[0060] At this time, the electromagnet provided on the push rod 510 of the first cylinder is energized to lock the first clamping rod 320 and limit the sliding of the first clamping rod 320 in the limiting groove 213. When the first gate lever 300 is used for a long time, the first cylinder is started, and the push rod 510 of the first cylinder pushes the first clamping rod 320 and the first rod 310 to move in the first direction to the side close to the transmission shaft 610. The movement of the first clamping rod 320 and the first rod 310 will drive the first push block 330 and the two first clamping blocks 340 to move synchronously. When the first clamping block 340 moves to the first clamping groove 302 corresponding thereto, the first elastic member 350 will be released, the first end surface of the first clamping block 340 is pushed by the conical surface of the first push block 330, and the first clamping block 340 is moved in the vertical direction and clamped with the first clamping groove 302. At this time, the first rod 310 and the first gate lever 300 are switched from the unlocked state to the locked state.

[0061] And in the process of the first rod 310 being pushed by the push rod 510 of the first cylinder to move in the first direction, the first rack 311 on the first rod 310 will engage with the first gear 611, so that the first gear 611 drives the entire transmission shaft 610 to rotate. Because the second rod 410 and the second gate rod 400 are in the locked state at this time, that is, the second rod 410 cannot move relative to the second gate rod 400 in the second direction at this time, so at this time the second rod 410 and the second gate rod 400 can be regarded as a whole, that is, when the transmission shaft 610 rotates, the transmission shaft 610 will drive the second gate rod 400 to rotate synchronously through the second rod 410, so that the second rod 410 and the second gate rod 400 rotate 180° around the axis direction of the transmission shaft 610. The second gate rod 400 after rotation is arranged side by side with the first gate rod 300 in the axis direction of the transmission shaft 610, and at this time the second gate rod 400 is clamped with the limiting groove 213. That is, at this time the first gate rod 300 and the second gate rod 400 are clamped in the limiting groove 213.

[0062] Then the electromagnet arranged 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. And the push rod 510 of the second cylinder is inserted into the second gate rod 400 after passing through the corresponding through hole 215, and the electromagnet arranged on the push rod 510 of the second cylinder is energized, so that the second clamping rod 420 and the push rod 510 of the second cylinder are attracted and locked. Then the second clamping rod 420 and the second rod 410 are moved away from the transmission shaft 610 by the push rod 510 of the second cylinder in the second direction, and the movement of the second rod 410 drives the second push block 430 and the two second clamping blocks 440 to move synchronously, so that the tapered surface on the second push block 430 is attracted to the second clamping block 440 when passing through the first end face on the second clamping block 440, so that the tapered surface can be in contact with the first end face again, and the second clamping block 440 is separated from the corresponding second clamping groove 402, and the second elastic member 450 is compressed synchronously, so that the second gate rod 400 and the second rod 410 are switched from the locked state to the unlocked state.

[0063] 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.

[0064] 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.

[0065] In combination with the above embodiment, the specific working process is as follows:

[0066] Referring to FIG. 1, 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 to drive the rotating seat 200 to rotate, and the first gate lever 300 and the second gate lever 400 are driven by the rotating seat 200 to rotate from the horizontal to the vertical, at this time, the automatically controlled railway crossing gate is in the first state.

[0067] 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 FIG. 2. Figure 5

[0068] ​Because the second lever 410 and the second gate lever 400 are in the locked state at this time, that is, the second lever 410 cannot move relative to the second gate lever 400 in the second direction at this time, the second lever 410 and the second gate lever 400 can be regarded as a whole at this time, that is, the second gate lever 400 will drive the transmission shaft 610 to rotate synchronously through the second lever 410 at this time, the transmission shaft 610 rotates to drive the first rack 311 to move to the side close to the cylinder 500 in the first direction through the first gear 611, and the first lever 310 moves to the side close to the cylinder 500 in the first direction, so as to compress the gas in the cylinder 500 and complete the opening of the gate.

[0069] When it is needed to switch the first gate lever 300 and the second gate lever 400 to the state of limiting the vehicle passing, the second motor 720 is started to drive the rotating seat 200 to rotate through the rotating shaft 710, and the first gate lever 300 and the second gate lever 400 are driven to rotate from vertical to horizontal through the rotating seat 200, at this time, the automatic control railway crossing gate is in the second state.

[0070] 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 an upward force due to the inertia effect because the second gate lever 400 is far away from the rotating seat 200, so that the second gate lever 400 rotates reversely relative to the first gate lever 300, that is, counterclockwise in the view angle shown in FIG. 8. Figure 5

[0071] Because the second lever 410 and the second gate lever 400 are in the locked state at this time, that is, the second lever 410 cannot move relative to the second gate lever 400 in the second direction at this time, the second lever 410 and the second gate lever 400 can be regarded as a whole at this time, that is, the second gate lever 400 will drive the transmission shaft 610 to rotate synchronously through the second lever 410 at this time, the transmission shaft 610 rotates to drive the first rack 311 to move to the side close to the cylinder 500 in the first direction through the first gear 611, and the first lever 310 moves to the side close to the cylinder 500 in the first direction, so as to compress the gas in the cylinder 500 and complete the opening of the gate.

[0072] The above only describes the preferred embodiments of the present application and is not used to limit the present application, any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.​

Claims

1. An automatically controlled railway crossing gate, characterized in that: The automatic control railway crossing gate 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 about a reference axis; the axis of the first gate rod and the axis of the second gate rod are both arranged in a horizontal direction in an initial state, the direction of the axis of the first gate rod is referred to as a first direction, the direction of the reference axis is horizontal and perpendicular to the first direction, and the first gate rod and the second gate rod are sequentially arranged on the rotating seat in the first direction in the initial state; one 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; one end of the second gate rod and the first gate rod close to each other in the first direction is connected through a transmission member, 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 in the first gate rod and arranged in the first direction and can move in the first direction; the cylinder is mounted on the rotating seat, and a push rod of the cylinder is connected with the first rod in the initial state. The automatic control 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 to the side close to the cylinder in the first direction; 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 reversely relative to the first gate rod, and the first rod moves to the side away from the cylinder in the first direction.

2. An automatically controlled railway crossing gate according to claim 1, characterized in that: The transmission member comprises a transmission shaft, the axis of the transmission shaft is parallel to the direction of the reference axis in the initial state; the transmission shaft sequentially passes through the first gate rod and the second gate rod along the axial direction and is rotatably connected with 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 on one end of the first rod close to the second gate rod in the first direction, the first rack is arranged in the first direction and is in mesh with the first gear; the second gate rod is connected with the transmission shaft, and when the second gate rod rotates about the axis of the transmission shaft relative to the first gate rod, the transmission shaft can rotate synchronously with the second gate rod.

3. An automatically controlled railway crossing gate according to claim 2, characterized in that: The first gate rod and the cylinder are both mounted on the rotating seat through a mounting seat, the cylinder is fixedly connected with the mounting seat, the mounting seat is rotatably connected with the rotating seat, the mounting seat can rotate about the reference axis with the rotating seat and can rotate about the first direction relative to the rotating seat, and the first gate rod can rotate synchronously with the mounting seat.

4. An automatically controlled railway crossing gate according to claim 3, characterized in that: The mounting seat is provided with an annular protrusion and a rotating gear at two ends in the first direction, respectively, and the rotating seat is provided with an annular groove for rotating cooperation with the annular protrusion, and the center axis of the rotating gear is arranged in the first direction and can rotate about its own axis.

5. An automatically controlled railway crossing gate according to claim 4, characterized in that: The rotating seat is provided with a first motor, and a driving gear is arranged on the output shaft of the first motor, the center axis of the driving gear is arranged in the first direction, and the driving gear is in mesh with the rotating gear.

6. An automatically controlled railway crossing gate according to claim 1, characterized in that: Further comprising a gate core assembly, the gate core assembly is mounted in the casing, the gate core assembly comprises a rotating shaft, the rotating shaft is mounted in the casing and can rotate about its own axis, the rotating shaft is connected with the rotating seat, and the direction of the reference axis is the axis direction of the rotating shaft.

7. An automatically controlled railway crossing gate according to claim 3, characterized in that: The second rod is internally and slidably arranged in the second gate lever, is arranged along the axial direction of the second gate lever and is movable in the axial direction of the second gate lever, the axial direction of the second gate lever is referred to as the second direction, the first direction and the second direction are parallel in the initial state, and the second gear is coaxially and fixedly arranged on the transmission shaft; one end of the second rod, which is close to the first gate lever in the second direction, is provided with a second rack, the second rack is arranged along the second direction and is engaged with the second gear, and the second rack is located above the first rack in the initial state; The first rod and the first gate lever and the second rod and the second gate lever have a locked state and an unlocked state, when in the locked state, the first rod is restricted from moving relative to the first gate lever in the first direction, and the second rod is restricted from moving relative to the second gate lever in the second direction; when in the unlocked state, the first rod is allowed to move relative to the first gate lever in the first direction, and the second rod is allowed to move relative to the second gate lever in the second direction; in the initial state, the first rod and the first gate lever are in the unlocked state, and the second rod and the second gate lever are in the locked state; and when the first rod and the first gate lever are switched from the unlocked state to the locked state, the second rod and the second gate lever can remain in the locked state and rotate by 180 degrees around the axial direction of the transmission shaft, so that the second gate lever and the first gate lever are arranged side by side in the axial direction of the transmission shaft, and when the second rod and the second gate lever are switched from the locked state to the unlocked state, the first rod and the first gate lever can remain in the locked state and rotate by 180 degrees around the axial direction of the transmission shaft, so that the second rack is located below the first rack.

8. An automatically controlled railway crossing gate according to claim 7, characterized in that: The first rod is provided with a first clamping piece at one end thereof away from the transmission shaft in the first direction, the first clamping piece comprises 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 blocks are sequentially arranged in the first direction; the first clamping rod is located on the side of the first push block away from the transmission shaft in the first direction, the first clamping rod is fixedly connected with the first rod, the first push block is coaxially arranged with the first rod and is slidably connected with the first rod, the first clamping rod is connected with the first push block through a first elastic piece, and the first elastic piece 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 formed in the first gate lever, the first clamping grooves are arranged one by one corresponding to the first clamping blocks, and in the initial state, the first clamping blocks are located on the side of the first clamping grooves away from the transmission shaft in the first direction, and the first elastic piece is in a compressed state; The second rod is provided with a second clamping piece at one end thereof away from the transmission shaft in the second direction, and the structure of the second clamping piece is the same as that of the first clamping piece.

9. An automatically controlled railway crossing gate according to claim 8, characterized in that: The end face of the first push block at one end thereof close to the two first clamping blocks in the first direction is a conical face, the conical face is arranged on the side of the transmission shaft and has magnetism; the end face of one end of the two first clamping blocks close to each other in the vertical direction is referred to as a first end face, the first end face is an inclined face and has magnetism, and the conical face and the first end face attract each other.

10. An automatically controlled railway crossing gate according to claim 3, characterized in that: The mounting seat is provided with a limiting groove, the first gate lever is provided with a first limiting block, and the second gate lever is provided with a second limiting block, and the first limiting block and the second limiting block can be clamped with the limiting groove.

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