Locomotive cowcatcher and ground information collection method

Abstract

The invention discloses a locomotive cowcatcher and a ground information collection method, and belongs to the technical field of rail transit, and the locomotive cowcatcher comprises a cowcatcher body, an information collection module and a driving mechanism. The information acquisition module is arranged opposite to the cowcatcher body. And the driving mechanism is used for executing the lifting action of the information acquisition module in the vertical direction relative to the cowcatcher body. The information acquisition module is integrally arranged near the cowcatcher body, and the information acquisition module is closer to a ground signal source by utilizing the spatial advantage that the cowcatcher body is close to a rail surface and the cowcatcher protection function of the cowcatcher body, so that equipment exposure is reduced, and the information acquisition module is effectively protected from being interfered by an external environment. The information acquisition module is controllably lifted in the vertical direction through the driving mechanism, so that the relative distance between the information acquisition module and the steel rail is dynamically changed, the height fluctuation of the chassis in the operation of the locomotive is compensated through lifting adjustment, and the signal instability caused by the distance change of the traditional fixed ground information acquisition module is avoided.

Description

TECHNICAL FIELD

[0001] The present application belongs to the field of rail transit, and particularly relates to a locomotive obstacle remover and a ground information collection method. BACKGROUND

[0002] The locomotive obstacle remover is a device rigidly fixed and installed at the bottom of the front end of the locomotive to remove obstacles on the track during the locomotive running to avoid the obstacles from invading the wheel-rail system and affecting the safe running of the vehicle.

[0003] Meanwhile, with the development of intelligent and information-based railway transportation, the locomotive is gradually integrated with various signal collection and information sensing devices for obtaining the train running state, line information and environmental information. The signal collection devices of the previous locomotive are usually installed on the top of the cab or the side wall, or the camera, radar and antenna devices are independently installed at the front of the vehicle to realize the collection of visual, radar or wireless signals. However, the above installation mode makes the exposed devices vulnerable to flying stones, foreign matters or external collisions during the running, which poses a safety hazard.

[0004] Therefore, some locomotives are equipped with a ground information collection system for obtaining track or ground information, and the information collection modules of the system are usually fixedly installed on the locomotive chassis or related structures. However, in actual operation, the relative distance between the chassis and the ground or track will fluctuate to a certain extent due to the influence of factors such as load change, speed change and line state. However, some ground information collection modules have strict requirements on the sensing distance between them and the ground or track, and the fixed installation mode is difficult to adaptively adjust the above distance fluctuation, resulting in unstable signal collection, decreased collection accuracy, even information loss and other problems, which affects the use effect of the ground information collection system. SUMMARY

[0005] The present application aims to provide a locomotive obstacle remover and a ground information collection method to solve the problems in the prior art.

[0006] The present application provides a locomotive obstacle remover and a ground information collection method, which comprises: an obstacle remover body; an information collection module arranged relative to the obstacle remover body; a driving mechanism for performing the lifting action of the information collection module relative to the obstacle remover body in the vertical direction.

[0007] As a further scheme of the present application, a linkage beam is further included, which is in transmission connection with the driving mechanism, and the two information collection modules are arranged at the two ends of the linkage beam.

[0008] The left and right information acquisition modules are rigidly connected through the linkage beam, so that when the driving mechanism applies force to the beam, the two end acquisition modules are synchronously lifted and lowered, ensuring that the sensing distances of the left and right acquisition modules to the track are consistent, and improving the consistency and reliability of double-track or multi-channel signal acquisition.

[0009] As a further scheme of the present application, the driving mechanism comprises a motor, a self-locking speed reducer and a linkage assembly, and the motor and the linkage assembly are drivingly connected through the self-locking speed reducer.

[0010] The motor provides active driving force, and the self-locking speed reducer introduces an irreversible characteristic in the transmission chain, so that the output shaft cannot be reversely rotated under external force when the motor stops power supply or the system is powered off. The linkage assembly is responsible for converting rotary motion into the vertical displacement required by the information acquisition module. This structure enables the information acquisition module to maintain a predetermined height position under power failure, sudden braking or strong vibration conditions, avoiding the acquisition module from falling due to gravity or inertia, causing mechanical collision, meeting the stringent requirements of railway equipment for failure safety state, and improving the safety redundancy of the whole machine operation.

[0011] As a further scheme of the present application, the linkage assembly comprises a driving rotary rod, a passive rotary rod and an execution rod, one end of the driving rotary rod is drivingly connected with the self-locking speed reducer and the other end is hingedly connected with one end of the execution rod, the other end of the execution rod is matched with the information acquisition module, one end of the passive rotary rod is hingedly connected with the obstacle remover body and the other end is hingedly connected with the region between the two ends of the execution rod.

[0012] The linkage assembly forms a multi-hinged mechanism through the driving rotary rod, the passive rotary rod and the execution rod, wherein the passive rotary rod and the obstacle remover body form a fixed constraint point. When the driving rotary rod rotates, the execution rod is only allowed to move along a predetermined trajectory under the constraint of the passive rotary rod, thereby limiting the degrees of freedom of the information acquisition module and ensuring that the information acquisition module maintains a stable posture during lifting.

[0013] As a further scheme of the present application, it further comprises a mounting bracket and an adjusting bracket, the mounting bracket is arranged on the obstacle remover body, a waist hole extending vertically is formed in the mounting bracket, the adjusting bracket is detachably connected with the mounting bracket through the waist hole, the driving mechanism is arranged on the adjusting bracket, and the mating surfaces of the mounting bracket and the adjusting bracket form intermeshing tooth-shaped contact surfaces.

[0014] Through the cooperation of the mounting bracket and the adjusting bracket, the overall height of the driving mechanism can be adjusted. The waist hole provides a vertical adjustment stroke, and the tooth-shaped contact surfaces form mechanical engagement after locking, preventing the adjusting bracket from slipping under vibration load, so as to adapt to the structural differences of different types of locomotives and obstacle removers, provide reliable anti-vibration positioning capability, and improve equipment maintenance and assembly efficiency.

[0015] The application also provides a ground information collection method, which is realized by the locomotive obstacle remover, and the information collection module comprises an electromagnetic induction receiving coil, and the collection method specifically comprises the following steps: S1, a modulation current is formed in the steel rail by the ground track circuit; S2, when the locomotive is pressed into the track, the modulation current forms a closed loop among the steel rail, the locomotive wheel set and the axle, and an alternating electromagnetic field is formed near the rail surface; S3, the receiving coil senses the magnetic field and outputs an analog signal.

[0016] The modulation current formed in the steel rail by the track circuit forms a closed loop in the locomotive wheel rail system, so that an alternating electromagnetic field is generated near the rail surface.

[0017] The electromagnetic induction receiving coil in the information collection module non-contact senses the magnetic field and outputs an analog signal, so that the non-contact ground information collection is realized.

[0018] As a further scheme of the application, the information collection module divides the signals into five levels according to the input signal quality: The first level signal: the best characteristics and indexes; The second level signal: the second best characteristics and indexes; The third level signal: the signal containing regular interference; The fourth level signal: the signal mixed with strong interference; The fifth level signal: the signal with damaged characteristics; When the signal quality is in the third level signal, the fourth level signal or the fifth level signal, the fast lifting and lowering action of the receiving coil is performed until the signal quality is in the first level signal or the second level signal; When the signal quality is in the first level signal or the second level signal, the stopping action of the receiving coil is performed; or When the signal quality is in the second level signal, the slow lifting and lowering action of the receiving coil is performed until the signal quality is in the first level signal.

[0019] According to the signal characteristics and the interference degree, the collected signals are graded, and the grading result is directly used as the decision basis for the lifting and lowering control. Different levels correspond to different lifting and lowering strategies, closed-loop adaptive adjustment is realized, the induction distance is dynamically optimized, and the signal quality stability is improved.

[0020] As a further scheme of the application, when the signal quality is in the third level signal, the fourth level signal and the fifth level signal, and the duration is 3s-8s, the fast lifting and lowering action of the receiving coil is performed until the time of maintaining the first level signal or the second level signal is 3s-8s, and the signal quality judgment duration is recalculated.

[0021] Only when the low-quality signal lasts for a preset time threshold, the fast lifting and lowering is performed, avoiding transient interference triggering invalid action, reducing unnecessary mechanical action, prolonging the service life of the driving mechanism, and improving the stability of the control logic.

[0022] As a further scheme of the application: when the signal quality is in the second level signal and the duration is 5s-10s, the slow lifting and lowering action of the receiving coil is performed, and until the time of maintaining the first level signal is 2s-5s, the signal quality determination duration is recalculated.

[0023] The slow lifting and lowering logic is set for the second level signal, so that the system gradually approaches the optimal state under the premise of maintaining the available signal, avoids over-regulation, improves long-term signal quality, and reduces system disturbance.

[0024] As a further scheme of the application: the following control logic is performed during the fast lifting and lowering of the receiving coil: If the system does not perform the "abnormal" signal judgment of the locomotive before performing the lifting and lowering control, the lifting and lowering action is allowed to be performed, the preset signal of "normal" is input to the information acquisition module during the action, and the signal waveform during the action is shielded; If the system has performed the "abnormal" signal judgment of the locomotive before performing the lifting and lowering control, only manual lifting and lowering control is allowed.

[0025] By introducing the preset signal shielding mechanism during the lifting and lowering action of the receiving coil, the output of false judgment information is avoided, the transient waveform distortion caused by mechanical action is logically isolated from the real line signal, invalid filtering and repeated judgment on the distorted signal are avoided, thereby significantly reducing the signal processing burden of the system, shortening the effective signal judgment period, and accelerating the overall response speed of the ground information acquisition system. After the locomotive abnormal judgment is triggered, the use of the lifting and lowering mechanism is automatically limited to ensure that the train operation safety is not affected.

[0026] Compared with the prior art, the application has the following advantages: 1. The information acquisition module is arranged near the body of the rail clearer, and the space advantage of the rail clearer body near the rail surface and the rail clearing protection function of the rail clearer body are utilized, so that the information acquisition module is closer to the ground signal source, and the equipment is less exposed, thereby effectively protecting the information acquisition module from external environmental interference.

[0027] 2. The information acquisition module is controlled to lift and lower in the vertical direction by the driving mechanism, so as to dynamically change the relative distance between the information acquisition module and the steel rail, compensate for the chassis height fluctuation in the locomotive operation by lifting and lowering adjustment, and avoid signal instability caused by distance change of the traditional fixed ground information acquisition module. BRIEF DESCRIPTION OF DRAWINGS

[0028] To more clearly illustrate the technical solutions in the embodiments of this drawing or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this drawing. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0029] Figure 1 A schematic diagram of the overall structure of the locomotive obstacle removal device; Figure 2 This is a partial structural diagram of the locomotive obstacle clearing device; Figure 3 This is a cross-sectional structural diagram of the locomotive obstacle removal device.

[0030] In the diagram: 1. Obstacle clearer body; 2. Information acquisition module; 3. Drive mechanism; 31. Motor; 32. Self-locking reducer; 33. Linkage assembly; 331. Drive rod; 332. Passive rod; 333. Actuator; 4. Linkage beam; 5. Mounting bracket; 51. Waist hole; 6. Adjustment bracket. Detailed Implementation

[0031] To make the objectives, technical solutions, and advantages of this application clearer, the application is described and illustrated 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 scope of this application. All other embodiments obtained by those skilled in the art based on the embodiments provided in this application without inventive effort are within the scope of protection of this application.

[0032] Obviously, the accompanying drawings described below are merely some examples or embodiments of this application. Those skilled in the art can apply this application to other similar scenarios based on these drawings without any inventive effort. Furthermore, it is understood that although the efforts made in this development process may be complex and lengthy, for those skilled in the art related to the content disclosed in this application, any changes to design, manufacturing, or production based on the technical content disclosed in this application are merely conventional technical means and should not be construed as insufficient disclosure of the content of this application.

[0033] However, there may be instances where unnecessary detailed descriptions are omitted. For example, detailed descriptions of well-known matters or repetitive descriptions of essentially the same structures may be omitted. This is to avoid unnecessarily lengthy descriptions and to facilitate understanding by those skilled in the art. Furthermore, the accompanying drawings and the following description are provided to enable those skilled in the art to fully understand this application and are not intended to limit the subject matter of the claims.

[0034] Please see Figure 1 As shown in the figure, in this embodiment of the invention, a locomotive obstacle clearing device and a ground information collection method include an obstacle clearing device body 1, an information acquisition module 2, and a drive mechanism 3. The information acquisition module 2 is arranged relative to the obstacle clearing device body 1. The drive mechanism 3 is used to perform the vertical lifting and lowering action of the information acquisition module 2 relative to the obstacle clearing device body 1.

[0035] The obstacle clearer body 1 is bolted to the front end of the locomotive bogie. It is one of the structures closest to the rail surface during locomotive operation, with a relatively stable height and sufficient structural strength. Using the obstacle clearer body 1 as the mounting base for the information acquisition module 2 allows it to be placed in the area with the most concentrated electromagnetic field distribution of the ground track circuits. This avoids installing exposed equipment in other parts of the vehicle body, providing reliable mechanical support and protection for the information acquisition module 2.

[0036] In some typical embodiments, the information acquisition module 2 can be an electromagnetic acquisition device, a magnetoresistive sensor, an optical vision acquisition device, a laser rangefinder or a laser profile sensor, etc.

[0037] In one specific embodiment, the information acquisition module 2 is a coil induction structure, and the receiving strength of the induction coil for the ground track circuit signal is highly related to the vertical distance between the receiving coil and the rail.

[0038] By setting up the drive mechanism 3, the information acquisition module 2 can perform a vertical lifting action relative to the obstacle clearer body 1, thereby dynamically adjusting the sensing distance between the receiving coil and the track during operation. By lifting the information acquisition module 2, the receiving coil is always kept in the height range where the electromagnetic field coupling effect of the track is optimal, thus ensuring that the signal amplitude received by the coil is within a reasonable range, and enabling the signal host input terminal to obtain a stable and highly identifiable raw signal.

[0039] In one specific embodiment, the information acquisition module 2 uses JT-CZ2000-RZ locomotive signal software, hardware and system integration, and the optimal relative height distance between the lowest point of the locomotive signal induction coil and the track is 155mm±5mm.

[0040] Furthermore, the locomotive obstacle clearing device also includes a linkage beam 4. The linkage beam 4 is arranged laterally, extending along the lateral direction of the locomotive and spanning the inner space of the obstacle clearing device body 1. The two ends of the linkage beam 4 are located on the left and right sides of the obstacle clearing device body 1, corresponding to the positions of the left and right rails. The length of the linkage beam 4 covers the installation distance between the two information acquisition modules 2, making the left and right acquisition modules structurally form a single unit. This arrangement makes the linkage beam 4 the main load-bearing and synchronizing component between the two information acquisition modules 2.

[0041] The middle part of the linkage beam 4 or one side near an information acquisition module 2 forms a transmission connection with the drive mechanism 3. The output force or displacement of the drive mechanism 3 first acts on the body of the linkage beam 4, and the linkage beam 4, as an integral force-bearing component, synchronously transmits this displacement to both ends. This connection method avoids the control deviation problem caused by setting drive components on the left and right sides separately.

[0042] More specifically, two I-end obstacle clearing induction coils, located symmetrically on one side of the rail and oppositely on the other side, and two II-end obstacle clearing induction coils, are used to receive ground signals as signal inputs for the entire locomotive's onboard system. The two I-end obstacle clearing induction coils are housed in I-end coil junction boxes, and the two II-end obstacle clearing induction coils are housed in II-end coil junction boxes. These junction boxes are installed at both ends of the linkage beam 4, primarily for connecting signal cables. The locomotive's three-phase equipment cabinet, installed in the engine room, analyzes and processes the coil input signals, outputting corresponding color light signals to the locomotive signal display unit.

[0043] In one embodiment, see Figures 1-3 As shown, the drive mechanism 3 includes a motor 31, a self-locking reducer 32, and a connecting rod assembly 33. The self-locking reducer 32 is located between the motor 31 and the connecting rod assembly 33. On the one hand, it reduces the high-speed rotation of the motor 31 and increases the torque so that the output torque meets the lifting load requirements of the information acquisition module 2 and the linkage beam 4. On the other hand, the self-locking reducer 32 adopts a worm gear or equivalent self-locking structure inside, so that the output end cannot drive the input end to rotate in the opposite direction when there is no external force driving it, thus forming a position self-holding capability from a structural perspective.

[0044] To further explain, due to the self-locking characteristic of the self-locking reducer 32, the connecting rod assembly 33 cannot rotate or retract under the weight of the information acquisition module, train vibration, or aerodynamic impact. Therefore, it can maintain the height position of the information acquisition module 2 without continuous power supply, avoiding height drift caused by vibration. Under conditions of high-speed locomotive operation and frequent impact loads, the combination of the self-locking reducer 32 and the connecting rod assembly 33 effectively prevents the information acquisition module 2 from accidentally sliding down or falling out of control, ensuring that the acquisition module is always in a controlled position and reducing the risk of accidental contact with the track or obstacles.

[0045] In a further embodiment, the linkage assembly 33 includes a drive lever 331, a passive lever 332, and an actuator lever 333. When the system is not in operation, the drive lever 331 is stationary with the motor 31 via a self-locking reducer 32. One end of the passive lever 332 is fixedly hinged to the obstacle remover body 1, serving as the reference rotation fulcrum for the entire linkage assembly 33. One end of the actuator lever 333 is hinged to the drive lever 331, and the other end is connected to the information acquisition module 2 or its mounting component, thereby constraining the information acquisition module 2 by the displacement of the actuator lever 333.

[0046] The specific execution process is as follows: after the motor 31 starts, the power is output to the drive rod 331 via the self-locking reducer 32. The drive rod 331 rotates slowly and controllably around its own axis. During the rotation, the drive rod 331 applies a pushing or pulling force to the actuator rod 333 through the hinge point between the drive rod and the actuator rod 333, causing the actuator rod 333 to change its spatial position. Since the other end of the actuator rod 333 is connected to the information acquisition module 2, this pushing or pulling force is directly converted into the lifting or lowering trend of the information acquisition module 2.

[0047] Meanwhile, during the movement of the actuator 333, the passive rotating rod 332, supported by its fixed hinge point with the obstacle remover body 1, is forced to change its angle. The passive rotating rod 332, through its hinged connection with the central region of the actuator 333, constrains the movement path of the actuator 333, making its trajectory more vertical.

[0048] In this way, under the coordinated action of the driving rod 331 and the passive rod 332, the relative motion of the two ends of the actuator rod 333 is straightened and corrected, so that the information acquisition module 2 as a whole presents a lifting motion that is approximately parallel to the obstacle remover body 1, thereby achieving controlled and stable height adjustment.

[0049] In one embodiment, see Figure 1 and Figure 2 As shown, the locomotive obstacle clearer also includes a mounting bracket 5 and an adjusting bracket 6. The mounting bracket 5 is fixedly mounted on the obstacle clearer body 1, serving as the basic load-bearing component of the drive mechanism 3. The structural rigidity of the mounting bracket 5 is directly provided by the obstacle clearer body 1, and it can withstand the loads, reaction forces, and operating vibrations generated by the drive mechanism 3 during lifting and lowering.

[0050] The mounting bracket 5 has a long, narrow hole 51 along its vertical direction, the length of which is aligned with the lifting direction of the information acquisition module 2. The hole 51 provides continuous vertical displacement freedom for the adjusting bracket 6 and is the core structure for initial height adjustment. This initial height adjustment is mainly used to adapt to different vehicle models and obstacle clearance device structural dimensions, or for recalibration after installation errors or component replacements.

[0051] The adjusting bracket 6 is detachably connected to the mounting bracket 5 via fasteners (such as bolts) passing through the waist hole 51. The drive mechanism 3 is integrally mounted on the adjusting bracket 6, allowing the installation height of the drive mechanism 3 to move up and down within the range of the waist hole 51 as the adjusting bracket 6 moves.

[0052] In one specific embodiment, the fixed hinge point of the passive rotating rod 332 is located on the adjusting bracket 6.

[0053] The mating surfaces of the mounting bracket 5 and the adjusting bracket 6 form mutually meshing toothed contact surfaces. These teeth can be sawtooth, trapezoidal, or similar shapes, used to create mechanical engagement in the locked state. When the adjusting bracket 6 is moved to the target height, the fasteners are tightened to bring the adjusting bracket 6 into contact with the mounting bracket 5. At this point, the toothed structures of the mating surfaces of the adjusting bracket 6 and the mounting bracket 5 interlock, resisting vertical shear forces not only through the axial clamping force of the bolts but also through the geometric engagement between the teeth.

[0054] Under the continuous vibration, impact load and working reaction force of the drive mechanism 3 generated by the locomotive operation, the toothed meshing can effectively prevent the adjustment bracket 6 from slipping slightly along the waist hole 51, avoiding the risk of loosening caused by relying solely on friction locking.

[0055] Another aspect of the present invention provides a ground information collection method, implemented using the aforementioned locomotive obstacle clearing device. The information collection module 2 includes an electromagnetic induction receiving coil, and the collection method specifically includes: Step 1: The ground track circuit generates a modulated current in the rail; Step 2: When the locomotive enters the track, the modulating current forms a closed loop between the rail, the locomotive wheelset, and the axle, creating an alternating electromagnetic field near the rail surface. Step 3: The receiving coil induces the magnetic field and outputs an analog signal.

[0056] Specifically, the locomotive signal onboard system consists of a signal host, a locomotive signal induction coil, a signal display unit, and supporting cables. The induction coil is installed between the locomotive obstacle clearer body 1 and the first wheelset, receiving ground signals as the signal input for the entire system. The signal host employs dual-redundancy to automatically identify the input signal's format and automatically switch carrier frequencies. Simultaneously, it uses spectrum analysis combined with time-domain processing technology to analyze and process the coil input signal, outputting corresponding color light signals for display on the locomotive signal display unit.

[0057] When a locomotive enters the track, the signal current generated by the ground track circuitry flows through the track, passing through the locomotive wheelsets and axles to form a signal loop. The locomotive's signal induction coil acquires the signal generated by the ground track circuitry via electromagnetic induction. During information analysis, the signal system employs a tiered strategy for the FSK signal, evaluating parameters such as signal amplitude, noise amplitude, modulation frequency, carrier frequency, and spectral structure to generate a signal level. The signal level represents the signal's reliability. Higher signal quality results in a higher level, leading to faster decision-making and quicker signal activation.

[0058] Specifically, the information acquisition module 2 divides the signal into five levels based on the quality of the input signal: Level 1 signal: best characteristics and specifications, most ideal amplitude and spectral characteristics, and almost no interference; Secondary signals: These have slightly different characteristics and indicators, but can still be used for stable judgment. Level 3 signal: A signal containing conventional interference, which may have small noise or transient fluctuations. Level 4 signal: The signal contains strong interference, and the amplitude and spectrum deviate significantly; Level 5 signal: Signals with missing characteristics may be unrecognizable or misjudged.

[0059] Based on the signal quality level, the following control logic is provided: Procedure 1: When the signal quality is at level three, four, or five, the receiving coil undergoes rapid raising and lowering until the signal quality reaches level one or two. In other words, when the signal quality is at level three, four, or five, the system considers the current signal insufficient for reliable judgment and must optimize the signal by adjusting the coil position. The controller instructs the information acquisition module 2 to perform rapid raising and lowering to change the relative distance between the induction coil and the track, thereby quickly moving away from the area of ​​insufficient signal quality.

[0060] Based on process one, process two is executed: when the signal quality is at level one or two, the receiving coil is stopped. That is, when the signal quality is at level one or two, the system does not need to be adjusted; the coil is stopped to maintain the current height, reducing unnecessary mechanical movements and energy consumption.

[0061] Alternatively, based on step one, proceed to step three: When the signal quality is at level two, slowly raise and lower the receiving coil until the signal quality reaches level one. That is, when the signal quality is at level two, it indicates the signal is acceptable, but there is still a slight deviation. The system performs a slow raising and lowering motion, finely adjusting the coil height to further improve the signal quality to level one. Slow adjustment avoids overshoot or oscillation, ensuring a smooth signal improvement.

[0062] In summary, this process dynamically adjusts the coil height according to changes in signal quality, ensuring the acquisition of the most reliable track signal. Rapid adjustment of signals at level three and below allows for quick restoration to a higher level, preventing misjudgments due to interference. Slow adjustment of level two signals allows for fine-tuning of the coil height, improving system stability while avoiding excessive mechanical movement. The system continuously evaluates the signal throughout the entire operation, forming an adaptive lifting mechanism based on signal quality.

[0063] It should be noted that rapid lifting and lowering refers to the coil moving vertically at a high speed, rapidly changing its relative height to the track. This is faster, with a larger amplitude, and more sensitive response, aiming to find the optimal sensing position quickly and restore the signal to a usable or high-quality level, reducing misjudgments caused by signal loss. Slow lifting and lowering, on the other hand, refers to the coil moving vertically at a lower speed with a smaller amplitude of height change and smoother movement. The signal quality is at level two, meaning the signal is usable but slightly below optimal, requiring fine-tuning. Slow movement allows for fine-tuning of the coil position, further optimizing signal quality without causing overshoot or oscillation, and avoiding the instability or overreaction caused by rapid movement. The lifting and lowering speed of rapid lifting and lowering is greater than that of slow lifting and lowering; the specific speed depends on the actual operating conditions and is not specified here.

[0064] In a more specific embodiment, when the signal is determined to be a Level 1 signal, the control module defaults to the current position as the optimal position and receives the signal with the strongest characteristics. At this time, the control module only records the current position value of the mechanism motor.

[0065] When the signal is determined to be a level 5 signal, it is likely that the signal is weakened due to the position being too high. The control module will output a command to control the motor 31 to drive the coil to descend rapidly and judge the signal change. If the signal changes from level 5 to level 2, the control module will maintain the direction of motor 31 and reduce the motor speed according to the signal change until the signal changes to level 1. At this point, motor 31 will stop and maintain the mechanism in the optimal position, and the kilometer marker and the corresponding mechanism position will be recorded. If the signal remains at level 5 without change, the control module will control motor 31 to reverse until the signal changes to level 2 or level 1. At this point, motor 31 will stop and maintain the mechanism in the optimal position, and the kilometer marker and the corresponding mechanism position will be recorded.

[0066] When the signal is determined to be a level three or four signal, the control module assumes that the current position is too low, and the interference from the track causes signal instability. The control module then controls motor 31 to drive the coil to rise rapidly. If the signal changes to level two, the control module will maintain the direction of motor 31 and reduce the speed of motor 31 according to the signal change until the signal changes to level one. At this point, motor 31 stops, maintains the coil in the optimal position, and records the position of the kilometer marker and the corresponding mechanism. If the signal level does not change, the control module will control motor 31 to reverse until the signal changes to level two or level one. At this point, motor 31 stops, maintains the coil in the optimal position, and records the position of the kilometer marker and the corresponding mechanism.

[0067] The control module uses the optimal position on the corresponding line data recorded in the early stage and the bound kilometer marker information as the initial positioning position for each operation. If the signal level changes from level one to other levels at the initial positioning position, the above-mentioned automatic control lifting and adjustment function is executed, and the optimal position record is updated in real time.

[0068] In one embodiment, the system continuously samples the track signal quality, monitoring whether the signal level remains consistently within the range of level three, four, or five over a continuous time period. If the signal level remains low for 3-8 seconds, the system determines it to be a genuinely low-quality signal and requires immediate optimization. The controller issues a command to move the coil at a higher speed vertically, changing the sensing distance. Once the coil has adjusted to the target position and maintained a level one or two signal for 3-8 seconds, the system recalculates the signal quality judgment time to determine whether to continue ascending or descending. Introducing a duration threshold is equivalent to adding a jitter-reducing delay to the signal acquisition module, ensuring that the action is performed only when the signal is genuinely low.

[0069] In one embodiment, the signal quality received by the information acquisition module 2 above the track is a secondary signal, meaning the signal is usable but has slight deviations or has not reached the optimal state of a primary signal. The system continuously samples the signal quality and accumulates the duration of the continuously acquired secondary signals for judgment. If the duration of the secondary signal is less than 5 seconds, the signal fluctuation is considered to be temporary interference, and no lifting or lowering action is triggered. When the continuous duration of the secondary signal is in the range of 5s-10s, the system considers the signal to be too low and requires fine-tuning of the position of the information acquisition module 2. When the slow lifting or lowering action is executed until the information acquisition module 2 maintains the primary signal for 2s-5s, the signal is considered to have been optimized to the optimal state. The system recalculates the signal judgment time, forming a closed-loop control to ensure that the lifting or lowering action is only performed when necessary.

[0070] In one embodiment, the following control logic is executed during the rapid rise and fall of the receiving coil: If the system has not performed a "normal" signal judgment on the locomotive before executing the lifting control, the lifting action is allowed. During the execution of the action, a preset "normal" signal is input to the information acquisition module 2, and the signal waveform during the execution of the action is masked. If the system has performed a "normal" signal judgment on the locomotive before executing the lifting control, the lifting control is only allowed to be executed manually.

[0071] Specifically, during the lifting and lowering operation, the system inputs a preset signal to the information acquisition module 2 to logically isolate the signals generated during the mechanical lifting and lowering process (including any transient distortion signals that may occur), preventing the signal processing module from misinterpreting distorted signals as the actual track condition. This avoids invalid filtering or redundant judgments by the signal processing system, preventing increased processing load. After the lifting and lowering operation is completed, the shielding mechanism is released, the coil outputs the true signal, and the system re-determines the signal level.

[0072] When a locomotive has triggered an "abnormal" signal judgment (such as when the locomotive monitoring status is "repair locomotive," "downgraded locomotive," or "shunting locomotive"), the system automatically restricts the automatic raising and lowering of the receiving coil. At this time, the raising and lowering action is only allowed to be performed manually to prevent automatic actions from affecting vehicle safety or interfering with the abnormal judgment.

[0073] The system recalculates the signal determination time, forming a closed-loop control to ensure that the lifting action is performed only when necessary. It should be noted that this application is not limited to the above-described embodiments. The above embodiments are merely examples; any embodiments with the same essential structure and achieving the same effect as the technical concept within the scope of this application are included in the technical scope of this application. Furthermore, various modifications that can be conceived by those skilled in the art to the embodiments, and other ways of constructing embodiments by combining some of the constituent elements, are also included within the scope of this application without departing from the spirit of this application.

Claims

1. A locomotive obstacle clearing device, characterized in that, include: Obstacle remover body (1); The information acquisition module (2) is arranged relative to the obstacle clearer body (1); The drive mechanism (3) is used to perform the lifting and lowering action of the information acquisition module (2) relative to the obstacle clearer body (1) in the vertical direction.

2. The locomotive obstacle clearing device according to claim 1, characterized in that, It also includes a linkage beam (4), which is connected to the drive mechanism (3) for transmission, and two information acquisition modules (2) are respectively set at both ends of the linkage beam (4).

3. The locomotive obstacle clearing device according to claim 1, characterized in that, The drive mechanism (3) includes a motor (31), a self-locking reducer (32) and a connecting rod assembly (33), and the motor (31) and the connecting rod assembly (33) are connected by transmission through the self-locking reducer (32).

4. A locomotive obstacle clearing device according to claim 3, characterized in that, The linkage assembly (33) includes a drive rod (331), a passive rod (332), and an actuator (333). One end of the drive rod (331) is connected to the self-locking reducer (32) and the other end is hinged to one end of the actuator (333). The other end of the actuator (333) is connected to the information acquisition module (2). One end of the passive rod (332) is hinged to the obstacle remover body (1) and the other end is hinged to the area between the two ends of the actuator (333).

5. A locomotive obstacle clearing device according to claim 1, characterized in that, It also includes a mounting bracket (5) and an adjusting bracket (6). The mounting bracket (5) is set on the body (1) of the obstacle remover. The mounting bracket (5) has a waist hole (51) extending vertically. The adjusting bracket (6) is detachably connected to the mounting bracket (5) through the waist hole (51). The driving mechanism (3) is set on the adjusting bracket (6). The mating surfaces of the mounting bracket (5) and the adjusting bracket (6) form a toothed contact surface that meshes with each other.

6. A ground information collection method, implemented using the locomotive obstacle clearing device as described in claim 1, characterized in that, The information acquisition module (2) includes an electromagnetic induction receiving coil, and the specific collection methods include: S1. Ground track circuit generates modulated current in the rail; S2. When the locomotive enters the track, the modulation current forms a closed loop between the rail, locomotive wheelset and axle, creating an alternating electromagnetic field near the rail surface. S3, the receiving coil senses the magnetic field and outputs an analog signal.

7. A method for collecting ground information according to claim 6, characterized in that, The information acquisition module (2) divides the signal into five levels based on the quality of the input signal: Level 1 signal: best characteristics and indicators; Secondary signals: characteristics and indicators are secondary; Level 3 signal: A signal containing conventional interference. Level 4 signal: The signal contains strong interference; Level 5 signal: A signal with missing characteristics; When the signal quality is at level three, level four or level five, the receiving coil performs a rapid rise and fall motion until the signal quality is at level one or level two. When the signal quality is at level one or level two, the receiving coil stops; or When the signal quality is at level two, the receiving coil slowly rises and falls until the signal quality reaches level one.

8. A method for collecting ground information according to claim 7, characterized in that, The rapid rise and fall of the receiving coil is only executed when the signal quality is within the range of Level 3, Level 4, and Level 5 for 3-8 seconds. The signal quality judgment duration is recalculated when the time for maintaining Level 1 or Level 2 signal is within 3-8 seconds.

9. A method for collecting ground information according to claim 7, characterized in that, The receiving coil slowly rises and falls only when the signal quality is at level 2 for 5-10 seconds, and the signal quality judgment duration is recalculated when the time to maintain level 1 signal is 2-5 seconds.

10. A ground information collection method according to claim 7, characterized in that, The following control logic is executed during the rapid rise and fall of the receiving coil: If the system does not perform the locomotive's "abnormal" signal judgment before the lifting control is executed, the lifting action is allowed. During the execution of the action, a "normal" preset signal is input to the information acquisition module (2), and the signal waveform during the execution of the action is masked. If the system has already processed the locomotive's "abnormal" signal before executing the lifting control, then only manual execution of the lifting control is permitted.

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