Rail transit vehicle obstacle and derailment detection device

Abstract

The application discloses a rail transit vehicle obstacle and derailment detection device, which comprises two groups of coaxial internal gears, a base fixedly arranged at the bottom of the internal gear, a supporting arm vertically arranged through the axis of the internal gear, a first connecting rod rotationally connected at the axis position, a gear fixedly arranged at the other end of the first connecting rod and engaged with the internal gear, and an angle sensor arranged at the rotationally connected position of the first connecting rod and the supporting arm; a first sliding groove is horizontally arranged on the base, a limiting block is slidingly 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 slidingly arranged in the second sliding groove, a cross beam is fixedly arranged at the lower end of the hanging arm, and the hanging arm is drivingly connected with the gear through a second connecting rod, so that the problems of easy collision and damage of the structure for contacting the obstacle in the detection device and the problem of false touch caused by track resonance impact are solved.

Description

Technical Field

[0001] This invention relates to the field of rail transit vehicle technology, and more specifically, to a rail transit vehicle obstacle and derailment detection device. Background Technology

[0002] Obstacle and derailment detection for rail transit vehicles is a crucial means of ensuring their safe operation. Obstacle detection technologies for rail vehicles are mainly divided into two types: contact and non-contact. Contact obstacle detection devices are typically located at the front of the rail vehicle. Their core principle is that a mechanical collision with an obstacle triggers a sensor to generate a signal. Non-contact obstacle detection methods primarily utilize video monitoring, laser ranging, or infrared detection technology. They determine the presence of obstacles by monitoring the area near the track. When a sensor detects an obstacle, it issues an alarm, and the system triggers emergency braking of the train based on the sensor signal, thereby reducing the hazards caused by obstacle collisions and train derailments.

[0003] Chinese patent CN2021202938515 discloses a train obstacle detection device and system. When the device collides with an obstacle near the track, the crossbeam contacts the obstacle, and most of the collision energy is converted into the elastic potential energy of the leaf spring, accompanied by energy loss. The leaf spring deforms in the opposite direction of the train's movement, and at the same time, it actuates the limit switch contact of the obstacle detection. In this scheme, the leaf spring directly contacts the limit switch when it deforms. The leaf spring is prone to resonance due to low stiffness and track vibration impact, which can lead to false triggering of the limit switch.

[0004] Chinese patent CN2017108688210 discloses an obstacle and derailment monitoring device for rail vehicles, including a mounting base connected to the rail vehicle and a bracket on the mounting base. The bracket is equipped with a leaf spring, an impact beam, an obstacle trigger, and a derailment trigger. The obstacle trigger includes an obstacle trigger limit switch and an obstacle limit switch trigger rod that matches the leaf spring. The derailment trigger includes a derailment trigger limit switch and a derailment limit switch trigger rod. In the event of obstacle impact and derailment, the limiting component does not affect the displacement of the beam to trigger the alarm. However, the obstacle impact and derailment detection of the above solution requires the use of multiple sensors, resulting in high usage and maintenance costs. Summary of the Invention

[0005] In view of the above-mentioned defects or improvement needs of the existing technology, the present invention provides a detection device for obstacles and derailment of rail transit vehicles, which solves the problems that the structure in contact with obstacles in the detection device is easily damaged by impact, and that false triggering is caused by track resonance impact.

[0006] To achieve the above objectives, according to one aspect of the present invention, a rail transit vehicle obstacle and derailment detection device is provided, comprising two sets of coaxial internal gears, a base fixedly mounted on the bottom of the internal gears, a support arm vertically mounted on the base and passing through the axis of the internal gears, a first connecting rod rotatably connected at the axis position, a gear meshing with the internal gears fixed at the other end of the first connecting rod, an angle sensor being provided at the rotatable connection between the first connecting rod and the support arm; a first sliding groove horizontally mounted on the base, a limiting block slidably mounted on the first sliding groove, a second sliding groove vertically mounted on the side wall of the limiting block, a boom slidably mounted in the second sliding groove, a crossbeam fixedly mounted at the lower end of the boom, and a transmission connection between the upper end of the boom and the gears via a second connecting rod.

[0007] The working principle of this detection device is as follows: After the crossbeam sweeps across the track and hits an obstacle, the boom is displaced by the force. The boom can perform horizontal reciprocating motion through the first slide and the limiting block, and vertical reciprocating motion through the second slide. The horizontal motion refers to the direction of travel of the rail transit vehicle, and the vertical motion refers to the direction perpendicular to the track, realizing multi-degree-of-freedom movement. At the same time, the linear motion of the gear in the boom 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. The angle sensor at the connection between the first connecting rod and the support arm detects the rotation angle signal. This angle signal is used to identify that there is an obstacle blocking the front of the rail transit vehicle.

[0008] Furthermore, the crossbeam is connected to the boom via a rubber component. The rubber component can absorb the kinetic energy generated when the crossbeam hits an obstacle, while also mitigating resonance.

[0009] According to another aspect of the present invention, a rail transit vehicle frame is provided, wherein two sets of internal gear assemblies are fixed at the front end of the frame, and the crossbeam is located in front of the first wheelset along the forward direction of the rail transit vehicle. By setting the internal gear assemblies at the front end of the frame, the crossbeam contacts the obstacle before the first wheelset of the rail transit vehicle. When the rail transit vehicle is about to collide with the obstacle or derail, the angle sensor in the internal gear assembly can detect the signal in advance.

[0010] In summary, compared with the prior art, the above-described technical solutions conceived by this invention can achieve the following beneficial effects:

[0011] 1. This invention provides an obstacle and derailment detection device for rail transit vehicles. It eliminates the traditional method of triggering detection by deforming the obstacle upon contact with a leaf spring. Instead, it uses a movable crossbeam to contact the obstacle, and then converts the linear motion of the crossbeam into circular motion through a linkage, gear, and sliding mechanism. The circular rotation angle can be detected by setting an angle sensor. This device has the advantages of being less prone to damage to the obstacle contact structure, less prone to accidental triggering, and low cost.

[0012] 2. This invention provides a detection device for obstacles and derailment in rail transit vehicles. The detection sensor eliminates the limit switch, and a single angle sensor can detect and identify track obstacles and derailment. The leaf spring is eliminated, and a crank-slider transmission structure is adopted, which solves the problems of low stiffness, instability, low modal frequency, and easy resonance of the leaf spring. The separate set of sensors for obstacle detection and derailment detection is eliminated, and only one set of angle sensors is needed to realize both obstacle detection and derailment detection simultaneously. The number of sensors is reduced, and the reliability is improved.

[0013] 3. This invention provides a detection device for obstacles and derailment of rail transit vehicles, which uses rubber components for elastic connection between the crossbeam and the boom to effectively buffer the vibration and impact from the track, while improving the displacement capacity of the crossbeam.

[0014] 4. This invention provides a detection device for obstacles and derailment of rail transit vehicles, which eliminates the detection box and protective cover in traditional solutions, and has a simple structure and is easy to maintain. Attached Figure Description

[0015] Figure 1 This is an assembly diagram of an embodiment of the present invention and a rail transit vehicle (the front of the vehicle and the track lines are represented by dashed lines to clearly show the installation position);

[0016] Figure 2 This is a schematic diagram of the structure of an embodiment of the present invention;

[0017] Figure 3 This is a left view of an embodiment of the present invention.

[0018] In all the accompanying drawings, the same reference numerals denote 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 component; 8, crossbeam; 9, angle sensor; 10, base; 11, support arm; 12, front of the vehicle; 101, first slide rail; 61, second slide rail; 121, frame. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention. Furthermore, the technical features involved in the various embodiments of this invention described below can be combined with each other as long as they do not conflict with each other.

[0020] like Figures 1 to 3As shown, the bottom of the front end 12 of the rail transit vehicle is provided with a frame 121 and a wheelset 122. The wheelset 122 is the first wheelset of the frame 121 along the forward direction of the rail transit vehicle. This embodiment includes two sets of internal gear assemblies symmetrically arranged at the front end of the frame 121. The internal gear assembly is fixed to the front end of the wheelset 122 along the forward direction. The internal gear assembly includes an annular internal gear 1 and a base 10 fixed to the bottom of the internal gear 1. The two internal gears 1 are arranged coaxially. The internal gear assembly also includes a support arm 11 fixed on the base 10, passing through the axis of the internal gear 1 and arranged vertically. A first connecting rod 3 is rotatably provided on the support arm 11. The first connecting rod 3 can rotate around the axis of the internal gear 1. The movable end of the first connecting rod 3 away from the axis of the gear 1 is rotatably connected to a gear 2. The gear 2 meshes with the internal gear 1. The gear 2 rotates in the internal gear 1 under the support and guidance of the first connecting rod 3.

[0021] Furthermore, such as Figure 2 As shown, an angle sensor 9 is installed at the rotatable connection between the first link 3 and the support arm 11 to detect the rotation angle of the first link 3. Figure 2 As shown, a first sliding groove 101 is horizontally provided on the base 10, and a limiting block 6 is slidably provided on the first sliding groove 101. A second sliding groove 61 is vertically provided on the side wall of the limiting block 6. The boom 5 is vertically limited within the second sliding groove 61. The boom 5 can move horizontally back and forth along the second sliding groove 61 in a vertical plane parallel to the side of the base 10. At the same time, under the guidance of the first sliding groove 101, the limiting block 6 can also carry the boom 5 to move vertically back and forth.

[0022] Furthermore, the lower ends of the booms 5 on the two sets of internal gear assemblies are fixed to both ends of the crossbeam 8, the crossbeam 8 is set across the track, and the upper end of the booms 5 is linked to the gear 2 through the second connecting rod 4. The second connecting rod 4 is rotatably connected to the booms 5 and the gear 2 respectively. When the rail transit vehicle is in motion, the crossbeam 8 sweeps across the space above the track along the direction of travel. When an obstacle on the track hits the crossbeam 8, the boom 5 is subjected to force and undergoes both vertical and horizontal movement. The gear 2 is linked by the movement of the boom 5, converting the linear movement of the boom 5 into meshing rotation along the inner wall of the internal gear 1. At the same time, it drives the first connecting rod 3 to rotate around the axis of the internal gear 1. At this time, the angle sensor 9 detects the rotation angle signal of the first connecting rod 3 and identifies an obstacle blocking the front of the rail transit vehicle based on the angle signal. Furthermore, when the rail transit vehicle derails, during the synchronous descent of the crossbeam 8 and the frame 121, the crossbeam 8 contacts the track and triggers the angle sensor 9 through the internal gear assembly. In the above-mentioned collision with an obstacle and derailment of the rail transit vehicle, the rail transit vehicle can alarm and brake urgently based on the signal from the angle sensor 9.

[0023] Furthermore, the crossbeam 8 is connected to the boom 5 via a rubber component 7. The rubber component 7 can buffer the vibration and impact from the track without affecting the movement of the boom 5. Furthermore, along the direction of travel of the rail transit vehicle, the crossbeam 8 is located in front of the wheelset 122.

[0024] Those skilled in the art will readily understand that the above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A device for detecting obstacles and derailment in rail transit vehicles, characterized in that, It includes two sets of coaxial internal gears (1), a base (10) is fixedly installed at the bottom of the internal gear (1), the base (10) is vertically provided with a support arm (11) passing through the axis of the internal gear (1), a first connecting rod (3) is rotatably connected at the axis position, the other end of the first connecting rod (3) is fixed with a gear (2) that meshes with the internal gear (1), and an angle sensor (9) is provided at the rotatable connection between the first connecting rod (3) and the support arm (11); The base (10) is provided with a first sliding groove (101) horizontally, and a limiting block (6) is slidably provided on the first sliding groove (101). The side wall of the limiting block (6) is provided with a second sliding groove (61) vertically. A boom (5) is slidably provided in the second sliding groove (61). A crossbeam (8) is fixedly provided at the lower end of the boom (5). The upper end of the boom (5) is connected to the gear (2) through a second connecting rod (4).

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

3. A rail transit vehicle frame, wherein the front end of the frame (121) is fixed with a 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 wheelset along the direction of travel of the rail transit vehicle.

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