Obstacle and derailment detection device for rail transit vehicle

Abstract

The invention discloses a rail transit vehicle obstacle and derailment detection device, which comprises two groups of coaxially arranged internal gears, a base is fixedly arranged at the bottoms of the internal gears, the base is vertically provided with a support arm penetrating through the axis of the internal gears, a first connecting rod is rotatably connected to the axis position, and a second connecting rod is rotatably connected to the first connecting rod. A gear meshed with the inner gear is fixed to the other end of the first connecting rod, and an angle sensor is arranged at the rotating connecting position of the first connecting rod and the supporting arm. A first sliding groove is horizontally formed in the base, a limiting block is arranged on the first sliding groove in a sliding mode, a second sliding groove is vertically formed in the side wall of the limiting block, a suspension arm is arranged in the second sliding groove in a sliding mode, a cross beam is fixedly arranged at the lower end of the suspension arm, and the upper end of the suspension arm is in transmission connection with a gear through a second connecting rod. And the problem of mistaken touch caused by track resonance impact is solved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of rail transit vehicle technology, and more particularly to a rail transit vehicle obstacle and derailment detection device. BACKGROUND

[0002] Obstacle and derailment detection of rail transit vehicle is an important means to ensure the safety of rail vehicle driving. Obstacle detection technology of rail vehicle is mainly divided into contact type and non-contact type. The contact type obstacle detection device is usually arranged at the front of the rail vehicle. Its core principle is to trigger the sensor to generate a signal after colliding with the obstacle through mechanical structure. The non-contact obstacle detection method mainly uses video monitoring, laser ranging or infrared detection technology to judge the existence of obstacles by monitoring the vicinity of the driving track. When the sensor detects the obstacle, an alarm is sent out. The system triggers the emergency brake of the train according to the sensor signal, thereby reducing the harm caused by obstacle collision and train derailment.

[0003] Chinese patent CN2021202938515 discloses a train obstacle detection device and system. When the device collides with the obstacle near the track, the cross beam contacts and collides with the obstacle. Most of the collision energy is converted into the elastic potential energy of the plate spring and accompanied by energy loss. The plate spring deforms in the opposite direction of the train running. At the same time, the obstacle detection travel switch contact is actuated. In this scheme, the plate spring directly contacts the travel switch when deforming. The plate spring is prone to resonance due to low stiffness and track vibration impact, resulting in false triggering of the travel switch.

[0004] Chinese patent CN2017108688210 discloses an obstacle and derailment monitoring device for rail vehicle, which comprises a mounting seat connected with the rail vehicle and a bracket provided on the mounting seat. The bracket is provided with a plate spring, a collision cross beam, an obstacle trigger and a derailment trigger. The obstacle trigger comprises an obstacle travel switch and an obstacle travel switch trigger rod matched with the plate spring. The derailment trigger comprises a derailment travel switch and a derailment travel switch trigger rod. The limiting piece does not affect the displacement of the cross beam to trigger an alarm in the case of obstacle collision and derailment. However, the obstacle collision and derailment detection of the above-mentioned scheme requires the use of multiple sensors, which has high use and maintenance cost. SUMMARY

[0005] In view of the above defects or improvement needs of the prior art, the present application provides a rail transit vehicle obstacle and derailment detection device, which solves the problems of easy collision damage of the structure contacting the obstacle in the detection device and resonance impact induced false triggering.

[0006] In order to achieve the above object, according to one aspect of the present application, a rail transit vehicle obstacle and derailment detection device is provided, comprising two groups of coaxially arranged internal gears, the bottom of the internal gear is fixedly provided with a base, the base is vertically provided with a support arm passing through the axis of the internal gear, a first connecting rod is rotatably connected at the axis position, the other end of the first connecting rod is fixedly provided with a gear meshing with the internal gear, and an angle sensor is arranged at the rotatable connection position of the first connecting rod and the support arm; a first sliding groove is horizontally arranged on the base, a limiting block is slidably arranged on the first sliding groove, a second sliding groove is vertically arranged on the side wall of the limiting block, a hanging arm is slidably arranged in the second sliding groove, and a cross beam is fixedly arranged at the lower end of the hanging arm, and the upper end of the hanging arm is drivingly connected with the gear through a second connecting rod.

[0007] The working principle of the detection device is as follows: after the cross beam scans above the track and hits the obstacle, the hanging arm is forced to displace, the hanging arm can move horizontally reciprocatingly through the first sliding groove and the limiting block, and the hanging arm can move vertically reciprocatingly through the second sliding groove, wherein the horizontal movement refers to the direction along the rail transit vehicle running direction, and the vertical movement refers to the direction perpendicular to the track, so as to realize multi-degree-of-freedom movement, meanwhile, the linear movement of the gear is converted into meshing rotation along the inner wall of the internal gear, the gear drives the first connecting rod to rotate around the axis of the internal gear, and the angle sensor at the connecting position of the first connecting rod and the support arm detects the rotation angle signal, which is used for identifying that the front end of the rail transit vehicle is blocked by the obstacle.

[0008] Further, the cross beam is connected with the hanging arm through a rubber element, and the rubber element can absorb the kinetic energy generated by the cross beam hitting the obstacle and relieve the resonance phenomenon.

[0009] According to another aspect of the present application, a rail transit vehicle framework is provided, two groups of internal gear assemblies are fixedly arranged at the front end of the framework, and the cross beam is located in front of the first wheel set in the rail transit vehicle running direction, so that the cross beam contacts the obstacle earlier than the first wheel set of the rail transit vehicle, and the angle sensor in the internal gear assembly can detect the signal in advance when the rail transit vehicle is about to collide with the obstacle or derail.

[0010] Overall, compared with the prior art, the above technical scheme conceived by the present application can achieve the following beneficial effects:

[0011] 1. The rail transit vehicle obstacle and derailment detection device provided by the present application cancels the form of deforming the plate spring to contact the obstacle and trigger the detection, and uses the movable cross beam to contact the obstacle, and then converts the linear movement of the cross beam into circular movement through the connecting rod, the gear and the sliding mechanism, and detects the circular rotation angle through the arrangement of an angle sensor, so that the contact structure with the obstacle is not easy to be damaged, the false touch is avoided, and the cost is low.

[0012] 2.The rail transit vehicle obstacle and derailment detection device provided by the application, which adopts a single angle sensor to detect and identify track obstacles and derailment, cancels the leaf spring, adopts a crank slider transmission structure to solve the problems of low stiffness, instability and low modal resonance of the leaf spring, cancels each set of sensors for obstacle detection and derailment detection, and sets only one set of angle sensors to simultaneously realize obstacle detection and derailment detection, thereby reducing the number of sensors and improving reliability.

[0013] 3.The rail transit vehicle obstacle and derailment detection device provided by the application, which adopts a rubber part to elastically connect between the cross beam and the boom, effectively buffers the vibration impact from the track, and improves the displacement capacity of the cross beam.

[0014] 4.The rail transit vehicle obstacle and derailment detection device provided by the application, which cancels the detection box and the protective cover in the traditional scheme, and is simple in structure and convenient to maintain. BRIEF DESCRIPTION OF DRAWINGS

[0015] Fig. 1 The figure is an assembly drawing of the embodiment of the application and a rail transit vehicle (the vehicle head and the track line are represented by dashed lines to clearly show the installation position);

[0016] Fig. 2 The figure is a structural schematic view of the embodiment of the application.

[0017] Fig. 3 The figure is a left view of the embodiment of the application.

[0018] In all the figures, the same reference signs represent the same technical features, specifically: 1, internal gear; 2, gear; 3, first connecting rod; 4, second connecting rod; 5, boom; 6, limiting block; 7, rubber part; 8, cross beam; 9, angle sensor; 10, base; 11, support arm; 12, vehicle head; 101, first sliding groove; 61, second sliding groove; 121, framework. DETAILED DESCRIPTION

[0019] In order to make the purpose, technical scheme and advantages of the application more clear and understandable, the application is further described in detail below in combination with the figures and embodiments. It should be understood that the specific embodiments described herein are only used to explain the application and do not limit the application. In addition, the technical features involved in each embodiment of the application described below can be combined with each other as long as they do not conflict with each other.

[0020] As Figs. 1-3As shown, the rail transit vehicle head 12 bottom is provided with a framework 121 and a wheel set 122, the wheel set 122 is the first wheel set of the framework 121 along the rail transit vehicle advancing direction, the embodiment includes two sets of internal gear assemblies symmetrically arranged at the front end of the framework 121, the internal gear assembly is fixed to the front end of the wheel set 122 along the advancing direction, the internal gear assembly includes a circular ring-shaped internal gear 1 and a base 10 fixed to the bottom of the internal gear 1, the two internal gears 1 are coaxially arranged, the internal gear assembly further includes a support arm 11 fixed to the base 10, vertically arranged through the axis direction of the internal gear 1, a first connecting rod 3 is rotatably arranged on the support arm 11, the first connecting rod 3 can rotate around the axis of the internal gear 1, a gear 2 is rotatably connected to the movable end of the first connecting rod 3 away from the axis of the internal gear 1, the gear 2 is engaged with the internal gear 1, and the gear 2 rotates in the internal gear 1 under the support and guidance of the first connecting rod 3.

[0021] Further, as shown in the figure, Fig. 2 The first connecting rod 3 and the support arm 11 are provided with an angle sensor 9 at the rotating connection position, which is used to detect the rotating angle of the first connecting rod 3, as shown in the figure, Fig. 2 The base 10 is horizontally provided with a first sliding groove 101, a limiting block 6 is slidably arranged on the first sliding groove 101, a second sliding groove 61 is vertically arranged on the side wall of the limiting block 6, and the hanging arm 5 is vertically limited in the second sliding groove 61, and the hanging arm 5 can horizontally reciprocate in the vertical plane parallel to the side surface of the base 10, and under the guidance of the first sliding groove 101, the limiting block 6 can also vertically reciprocate with the hanging arm 5.

[0022] Further, the lower ends of the two sets of internal gear assemblies are respectively fixed to the two ends of the cross beam 8, the cross beam 8 is arranged above the rail, and the upper ends of the hanging arms 5 are connected with the gears 2 through the second connecting rods 4, and the second connecting rods 4 are rotatably connected with the hanging arms 5 and the gears 2. When the rail transit vehicle runs, the cross beam 8 sweeps the space above the rail along the advancing direction, when the obstacle on the rail hits the cross beam 8, the hanging arm 5 is forced to vertically move and horizontally move at the same time, the gear 2 is linked under the movement of the hanging arm 5, the linear motion of the hanging arm 5 is converted into the meshing rotation along the inner wall of the internal gear 1, and the first connecting rod 3 is driven to rotate around the axis of the internal gear 1, at this time, the angle sensor 9 detects the rotating angle signal of the first connecting rod 3, and according to the angle signal, it is identified that there is an obstacle in front of the rail transit vehicle, further, when the rail transit vehicle derails, the cross beam 8 contacts the rail during the synchronous falling process with the framework 121, and triggers the angle sensor 9 through the internal gear assembly, the above collision with the obstacle and the derailment of the rail transit vehicle can be alarmed and emergency braked according to the signal of the angle sensor 9.

[0023] Further, the crossbeam 8 is connected with the boom 5 through the rubber member 7, the rubber member 7 can buffer the vibration impact from the track while not affecting the movement of the boom 5, further, along the advancing direction of the rail transit vehicle, the crossbeam 8 is arranged in front of the wheel set 122.

[0024] Those skilled in the art can understand that the above description is only the preferred embodiment of the present application, and is not intended to limit the present application, and any modification, equivalent replacement and improvement made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A rail transit vehicle obstacle and derailment detection device, characterized in that: The invention comprises two sets of coaxially arranged internal gears (1), a base (10) is fixedly arranged at the bottom of the internal gear (1), a support arm (11) is vertically provided on the base (10) and passes through the axis of the internal gear (1), a first connecting rod (3) is rotatably connected at the axis position, a gear (2) meshing with the internal gear (1) is fixed at the other end of the first connecting rod (3), and an angle sensor (9) is provided at the rotation connection between the first connecting rod (3) and the support arm (11); A first slide groove (101) is horizontally provided on the base (10), a limit block (6) is slidably provided on the first slide groove (101), a second slide groove (61) is vertically provided on the side wall of the limit block (6), a boom (5) is slidably provided in the second slide groove (61), a crossbeam (8) is fixedly provided at the lower end of the boom (5), and the upper end of the boom (5) is transmission-connected to the gear (2) via a second connecting rod (4).

2. A rail transit vehicle obstacle and derailment detection device according to claim 1, characterized in that: The crossbeam (8) is connected to the boom (5) via a rubber member (7).

3. A rail transit vehicle frame, wherein the front end of the frame (121) is fixed with the rail transit vehicle obstacle and derailment detection device as described in claim 1 or 2, and the crossbeam (8) is located in front of the first wheel pair along the forward direction of the rail transit vehicle.

Images