Railway crossing gate system for railway traffic management

Abstract

The application discloses a railway crossing gate system for railway traffic management, which comprises a road surface, a pre-buried channel is formed in the outer part of the road surface, a plurality of scissor lifting rods are installed in the inner part of the pre-buried channel, an upper fixing seat is fixedly connected to the scissor lifting rod, an intermediate supporting air bag is fixedly connected to the inner bottom wall of the pre-buried channel, a plurality of intermediate supporting air bags are arranged at intervals with the plurality of scissor lifting rods, and the outer part of the intermediate supporting air bag is communicated with a gas filling structure. The gas pump continuously sends gas to the inner part of the plurality of intermediate supporting air bags, so that the intermediate supporting air bag is expanded. The scissor lifting rod is lifted up by the intermediate supporting air bag in the case of expansion. After being lifted up, the scissor lifting rod is supported at multiple points. Even in the case of losing power, the gas stored in the inner part of the intermediate supporting air bag can form a blocking gate. Compared with a hydraulic system, the overall cost and maintenance time are reduced.

Description

Technical Field

[0001] This invention relates to the field of traffic management technology, and more specifically, to a railway crossing gate system for railway traffic management. Background Technology

[0002] In the railway transportation system, railway crossings, as the intersections of railway lines with highways or other transportation lines, are key nodes ensuring the safe and orderly operation of various modes of transportation. With the rapid development of railway transportation, train speeds are constantly increasing and transport density is growing, while highway traffic volume is also rising continuously. This makes the safety management of railway crossings face more severe challenges.

[0003] Early railway crossing protection methods were relatively simple and rudimentary. At crossings with low traffic volume, manual guarding was the primary method. Guards would visually observe the approaching trains and then manually operate barriers or activate warning signs to prevent road vehicles and pedestrians from crossing. This method not only consumed a lot of manpower, but also, due to human factors such as guard fatigue and negligence, it was difficult to guarantee the timeliness and reliability of crossing protection.

[0004] In existing technologies, due to the increasing prevalence of automation, railway crossings are gradually being monitored using automated, unmanned equipment. However, existing technologies also point out that because railway crossings are typically located in open-air environments, the gates must be installed outdoors, leading to long-term exposure to wind and rain, making the entire system prone to corrosion and damage, and shortening its lifespan. To address this, existing technologies have proposed using buried equipment that rises during use for monitoring and is hidden within a pre-buried channel when not in use. This significantly reduces the risk of corrosion and damage caused by external environmental factors. However, most existing equipment uses pneumatic or hydraulic cylinders as power sources. Hydraulic cylinders are prone to hydraulic oil freezing in winter environments, and both pneumatic and hydraulic cylinders can only provide single-point support; once power is lost, they cannot provide adequate support and barrier protection. Therefore, this paper proposes a railway crossing gate system for railway traffic management. Summary of the Invention

[0005] The purpose of this invention is to provide a railway crossing gate system for railway traffic management to solve the problems mentioned in the background art.

[0006] To achieve the above objectives, the present invention provides the following technical solution: a railway crossing gate system for railway traffic management, comprising a road surface, an embedded channel being provided on the outside of the road surface, a plurality of scissor lift rods being installed inside the embedded channel, an upper fixed seat being fixedly connected to the scissor lift rods, an intermediate support airbag being fixedly connected to the inner bottom wall of the embedded channel, the plurality of intermediate support airbags being spaced apart from the plurality of scissor lift rods, and an inflation structure being connected to the outside of the intermediate support airbags, the inflation structure being used to inject gas into the interior of the intermediate support airbags to expand and lift the scissor lift rods;

[0007] The inflation structure includes an air pump installed on the road surface. The air pump's inlet and outlet are connected to a multi-way diverting electrically controlled valve. Multiple diverting delivery pipes are externally connected to the multi-way diverting electrically controlled valves. Multiple air delivery electrically controlled valves are externally connected to the air outlets of the air delivery electrically controlled valves, which are connected to the intermediate support airbag.

[0008] Preferably, an elastic plate is fixedly connected inside the intermediate support airbag. The top of the elastic plate is fixedly connected to the inner top wall of the intermediate support airbag, the bottom of the elastic plate is fixedly connected to the inner bottom wall of the intermediate support airbag, and the top of the intermediate support airbag is fixedly connected to the bottom of the upper fixed seat. The elastic plate is bent in the expanded state.

[0009] Preferably, the elastic plate is externally fixedly connected to two supporting magnetic plates, which are located on both sides of the inflection point of the curved elastic plate, and the magnetic poles of the two supporting magnetic plates are arranged opposite to each other.

[0010] Preferably, the elastic plate is externally connected to two support rods, and an elastic segment is fixedly connected to one of the adjacent ends of the two support rods.

[0011] Preferably, both sides of the intermediate support airbag are fixedly connected to an outward expansion bladder, the top of the outward expansion bladder is fixedly connected to the outer bottom wall of the upper fixing seat, both sides of the inner wall of the intermediate support airbag are fixedly connected to an outward expansion electric control valve, the air outlet of the outward expansion electric control valve is connected to the outward expansion bladder, and the outer walls of the intermediate support airbag and the outward expansion bladder are fixedly connected to a reflective film, which is arranged in a strip or dot-shaped pattern.

[0012] Preferably, the interior of the expanding bladder is fixedly connected with multiple positioning magnetic plates, and both sides of the inner wall of the pre-embedded channel are fixedly connected with fixing magnetic plates. The interior of the expanding bladder is integrally formed with multiple elastic pull ropes, one end of each elastic pull rope is connected to a different position inside the expanding bladder, and the bottom of each elastic pull rope penetrates the outer wall of the expanding bladder and is fixedly connected to the inner bottom wall of the pre-embedded channel.

[0013] Preferably, a control box is fixedly connected to the road surface, the air pump is located inside the control box, the main controller is installed inside the control box, multiple combined LED beads are embedded in the outside of the expansion bladder, and the multiple combined LED beads are electrically connected to the main controller through wires. A support pole is installed on both the front and rear sides of the pre-buried channel, and a monitoring camera is installed on both support poles. The detection end of the monitoring camera on the rear side faces the upper fixed base, and the detection end of the monitoring camera on the front side faces the vehicle detection sensor position. Air pressure sensors are installed inside both the expansion bladder and the middle support airbag.

[0014] Preferably, an air outlet electrically controlled valve is fixedly connected to the outside of the upper fixed seat, the air outlet of the air outlet electrically controlled valve penetrates through the outer wall of the upper fixed seat, and an air whistle is installed at the air outlet of the air outlet electrically controlled valve.

[0015] Preferably, a vehicle detection sensor is fixedly connected to the outside of the road surface, and the vehicle detection sensor is at least 15m away from the location of the pre-buried channel. A solid steel plate is fixedly connected to the top of the upper fixing seat, and a speed bump is fixedly connected to the solid steel plate.

[0016] Preferably, two protective housings are fixedly connected inside the pre-embedded channel. The diversion and delivery pipe is located inside the protective housing. The air supply solenoid valve penetrates through the outer wall of the protective housing. Another air outlet of the multi-way diversion solenoid valve is connected to an air blowing pipe. The air outlet of the air blowing pipe faces the inner bottom wall of the pre-embedded channel.

[0017] Compared with the prior art, the beneficial effects of the present invention are:

[0018] In this invention, gas is continuously pumped into the interior of multiple intermediate support airbags by an air pump, causing the intermediate support airbags to expand. When the intermediate support airbags expand, they lift the scissor lift rod, which provides multi-point support for the scissor lift rod. Even in the event of a loss of power, the gas stored inside the intermediate support airbags can form a barrier gate, which reduces the overall cost and maintenance time compared to a hydraulic system. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the structure of an embodiment of the present invention;

[0020] Figure 2 This is a schematic diagram of the expanded capsule structure in an embodiment of the present invention.

[0021] Figure 3 This is a cross-sectional view of the intermediate support airbag in an embodiment of the present invention;

[0022] Figure 4 This is a schematic cross-sectional view of the expanded cyst body in an embodiment of the present invention;

[0023] Figure 5 This is a schematic diagram of the air pump in an embodiment of the present invention;

[0024] Figure 6 This is an embodiment of the present invention. Figure 2 A magnified structural diagram of area A in the diagram;

[0025] Figure 7 This is a schematic diagram of the bending state structure of the support rod and the elastic plate in an embodiment of the present invention;

[0026] Figure 8 This is a schematic diagram of the fully expanded structure of the externally expanded bladder according to an embodiment of the present invention;

[0027] Figure 9 This is a side view of the pre-embedded channel according to an embodiment of the present invention;

[0028] Figure 10 This is an embodiment of the present invention. Figure 9 A magnified structural diagram of region B in the diagram;

[0029] Figure 11 This is a schematic diagram of the combined LED beads in an embodiment of the present invention.

[0030] In the diagram: 100, Road surface; 101, Pre-buried channel; 102, Scissor lift boom; 103, Upper fixed seat; 104, Speed ​​bump; 105, Intermediate support airbag; 106, Air pump; 107, Multi-way diversion solenoid valve; 108, Diversion delivery pipe; 109, Air supply solenoid valve; 200, Elastic plate; 300, Support magnetic plate; 400, Support rod; 401, Elastic section; 500, Outward expansion airbag; 501, Outward expansion solenoid valve; 502, Reflective film; 503, Fixed magnetic plate; 504, Positioning magnetic plate; 505, Elastic pull rope; 506, Combined LED beads; 600, Control box; 601, Erection pole; 602, Monitoring camera; 700, Air outlet solenoid valve; 701, Air blowing whistle; 800, Vehicle detection sensor; 900, Protective housing; 901, Air blowing pipe. Detailed Implementation

[0031] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0032] Example 1, such as Figures 1-5As shown, this application discloses a railway crossing gate system for railway traffic management, including a road surface 100. A pre-embedded channel 101 is provided on the outside of the road surface 100. Multiple scissor lifts 102 are installed inside the pre-embedded channel 101. An upper fixed seat 103 is fixedly connected to the scissor lift 102. An intermediate support airbag 105 is fixedly connected to the bottom wall inside the pre-embedded channel 101. Multiple intermediate support airbags 105 are spaced apart from multiple scissor lifts 102. An inflation structure is connected to the outside of the intermediate support airbags 105. The inflation structure is used to inject gas into the interior of the intermediate support airbags 105 to expand and lift the scissor lifts 102.

[0033] The inflation structure includes an air pump 106, which is installed on the road surface 100. The air pump 106 has an inlet and outlet connected to a multi-way diversion solenoid valve 107. The multi-way diversion solenoid valve 107 has multiple diversion delivery pipes 108 connected to its exterior. The diversion delivery pipes 108 have multiple air supply solenoid valves 109 connected to their exterior. The air outlet of the air supply solenoid valve 109 is connected to the intermediate support airbag 105.

[0034] Specifically, during use, when the entire system is not started, the intermediate support airbag 105 is in a fully deflated and contracted state. Under its own weight and the pressure of the upper fixed seat 103 and the speed bump 104, the scissor lift rod 102 is folded and stored inside the pre-embedded channel 101. At this time, the speed bump 104 is flat and in close contact with the road surface 100, which not only plays a normal deceleration role, but also blocks the pre-embedded channel 101 to prevent debris from entering.

[0035] Furthermore, when the vehicle detection sensor 800 detects an approaching vehicle or receives a signal that a train is about to pass, the main controller starts the air pump 106 and simultaneously controls the multi-way diversion valve 107 to switch to air supply mode, connecting the air pump 106 and the airflow channel of the diversion delivery pipe 108. The high-pressure gas generated by the air pump 106 is diverted by the multi-way diversion valve 107 and then synchronously delivered to each air supply valve 109 through multiple diversion delivery pipes 108. The main controller controls the air supply valves 109 to open synchronously, and the gas is injected into the diversion delivery pipe 108 after passing through the valves. The gas is eventually delivered into the corresponding intermediate support airbag 105. The intermediate support airbag 105 is continuously inflated and gradually expands, using gas pressure to generate an upward thrust. Since multiple intermediate support airbags 105 are spaced apart from the scissor lift rod 102, the airbags act synchronously on the bottom node of the scissor lift rod 102 when they expand, pushing the scissor lift rod 102 to unfold around the hinge point. During the unfolding process of the scissor lift rod 102, the upper fixed seat 103 at the top is driven to rise synchronously, finally lifting the speed bump 104 to the preset height, forming a closed fence to block pedestrians and vehicles from passing through the crossing.

[0036] Furthermore, the multiple intermediate support airbags 105 are designed to be independently supplied with air and work synchronously. Even if a single airbag is damaged and leaks air, the remaining airbags can still expand normally to provide support force, ensuring that the scissor lift rod 102 is lifted smoothly and avoiding protection failure due to a single point of failure.

[0037] Furthermore, when the train passes and the crossing is open for passage, the main controller controls the air pump 106 to stop working, the multi-way diversion control valve 107 switches to exhaust mode, and at the same time opens the air supply control valve 109. The gas in the intermediate support airbag 105 is discharged through the air supply control valve 109, the diversion delivery pipe 108, and the multi-way diversion control valve 107. After the gas is discharged, the airbag begins to contract, and the scissor lift rod 102 folds back to its original position under its own weight and the pressure of the upper fixed seat 103 and the speed bump 104, and is re-stored in the pre-buried channel 101. The speed bump 104 returns to the state of being in contact with the road surface 100, and the crossing is reopened for passage.

[0038] like Figures 1-8 As shown, both sides of the intermediate support airbag 105 are fixedly connected to an outer expansion airbag 500. The top of the outer expansion airbag 500 is fixedly connected to the outer bottom wall of the upper fixed seat 103. Both sides of the inner wall of the intermediate support airbag 105 are fixedly connected to an outer expansion electric control valve 501. The air outlet of the outer expansion electric control valve 501 is connected to the outer expansion airbag 500. The outer walls of the intermediate support airbag 105 and the outer expansion airbag 500 are fixedly connected to a reflective film 502. The reflective film 502 is arranged in a strip or dot-shaped pattern.

[0039] Specifically, during use, when the intermediate support airbag 105 inflates and lifts the scissor lift bar 102, the main controller synchronously controls the opening of the outward expansion electric control valve 501. Some of the high-pressure gas inside the intermediate support airbag 105 is diverted to the outward expansion bladder 500 through the outward expansion electric control valve 501, causing the outward expansion bladder 500 to expand laterally to both sides of the speed bump 104, forming a double protection structure of "main fence plus side expansion", thus enhancing the closure effect of the crossing.

[0040] Furthermore, after the expansion bladder 500 expands, the reflective film 502 on the outer wall of the speed bump 104 expands outward, forming a larger reflective area. During the day, the reflective film 502 clearly marks the protective boundary through diffuse reflection. At night or in low visibility weather, the reflective film 502 can strongly reflect vehicle lights, allowing drivers to identify the closure status of the intersection from a distance and slow down and avoid it in advance, thus solving the problem of limited visibility of traditional fixed warning signs.

[0041] like Figures 9-10As shown, multiple positioning magnetic plates 504 are fixedly connected inside the expansion bladder 500, and fixed magnetic plates 503 are fixedly connected to both sides of the inner wall of the pre-embedded channel 101. Multiple elastic pull ropes 505 are integrally formed inside the expansion bladder 500. One end of each elastic pull rope 505 is connected to a different position inside the expansion bladder 500, and the bottom of each elastic pull rope 505 penetrates the outer wall of the expansion bladder 500 and is fixedly connected to the inner bottom wall of the pre-embedded channel 101.

[0042] Specifically, during use, the top of the expanding bladder 500 is fixedly connected to the outer bottom wall of the upper fixed seat 103, while the bottom of the expanding bladder 500 is attracted to the fixed magnetic plate 503 inside the pre-embedded channel 101 via the positioning magnetic suction plate 504. This allows the expanding bladder 500 to completely seal the pre-embedded channel 101 when fully expanded. This sealing prevents rainwater, fallen leaves, dust, and other impurities from entering the pre-embedded channel 101 when the scissor lift rod 102 is raised, further reducing the workload for workers inside the pre-embedded channel 101. Maintenance is convenient, and when the pre-embedded channel 101 needs to be cleaned, it is only necessary to separate the positioning magnetic plate 504 from the fixed magnetic plate 503. Overall, it is easy to use. In order to avoid multiple positioning magnetic plates 504 from being attracted to each other due to magnetism, the outward expansion bladder 500 can be adjusted to be in the original expanded state without inflation to generate an outward expansion bladder. When inflated, the wrinkles on the outer surface of the outward expansion bladder 500 can be unfolded, so that the reflective film 502 is clearly displayed, avoiding the phenomenon that the reflective film 502 cannot achieve the reflective effect due to wrinkles.

[0043] Furthermore, by setting multiple elastic pull ropes 505, the outward expansion bladder 500 can be pulled in its expanded state, and in its contracted state, the outward expansion bladder 500 can be pulled and contracted to a designated position, reducing the phenomenon of contraction and accumulation in the contracted state.

[0044] like Figures 1-6 As shown, a control box 600 is fixedly connected to the road surface 100. An air pump 106 is located inside the control box 600. The main controller is installed inside the control box 600. Multiple combination LED beads 506 are embedded in the outside of the expansion bladder 500. The multiple combination LED beads 506 are electrically connected to the main controller through wires. Mounting poles 601 are installed on the front and rear sides of the pre-buried channel 101. Monitoring cameras 602 are installed on both mounting poles 601. The detection end of the monitoring camera 602 on the rear side faces the upper fixed seat 103, and the detection end of the monitoring camera 602 on the front side faces the vehicle detection sensor 800. Pressure sensors are installed inside the expansion bladder 500 and the middle support airbag 105.

[0045] Specifically, the intermediate support airbag 105 and the outer expansion airbag 500 are both in a deflated and contracted state, the combined light bulb 506 is off, the monitoring camera 602 is continuously on standby for monitoring, the vehicle detection sensor 800 detects the approach of a vehicle or receives a train passage warning signal, and transmits the signal to the main controller. The main controller starts the air pump 106 and controls the valve group to inflate the intermediate support airbag 105 and the outer expansion airbag 500. After inflation, the outer expansion airbag 500 expands evenly without external wrinkles. The main controller synchronously controls the combined light bulb 506 to light up and display the preset warning text. The air pressure sensor collects the airbag air pressure data in real time and transmits it to the main controller to form a closed-loop monitoring. When the air pressure is being detected, the front and rear monitoring cameras 602 work synchronously: the front monitors the dynamics of the approaching vehicle, and the rear monitors the lifting and lowering of the upper fixed seat 103 and the closing status of the gate.

[0046] Furthermore, the main controller continuously receives air pressure sensor data to maintain the air pressure within the preset range and monitors whether the warning text continues to be displayed. When the train passes through a level crossing, the main controller receives a clearance signal and controls the depressurization.

[0047] Specifically, the control box 600 is fixed in the safe area of ​​the road surface 100, and integrates an air pump 106, a main controller, and supporting power modules, relays, and wiring interfaces. Its sealed structure and top rainproof design can isolate rainwater, sand, debris, and external impacts, preventing internal electrical equipment and power components from being corroded by the environment, ensuring the stable operation of the system at the open railway crossing, and reducing the equipment failure rate. As the core control unit, the main controller receives multiple signals in real time: first, the vehicle approach signal from the vehicle detection sensor 800; second, the train passage warning signal from the railway system; and third, the feedback signal from the internal air pressure sensor, monitoring the air pressure status of the intermediate support airbag 105 and the outer expansion airbag 500. The main controller analyzes and judges the signals to determine whether it is necessary to initiate the crossing closure or resumption of passage procedures.

[0048] like Figure 5 As shown, an air outlet solenoid valve 700 is fixedly connected to the outside of the upper fixed base 103. The air outlet of the air outlet solenoid valve 700 penetrates the outer wall of the upper fixed base 103, and an air whistle 701 is installed at the air outlet of the air outlet solenoid valve 700.

[0049] Specifically, when the system is not started, the main controller keeps the outlet air control valve 700 closed, the intermediate support airbag 105 is in a contracted state, and the whistle 701 has no airflow and does not produce sound, thus avoiding interference with the normal traffic environment of the road surface 100. When the system receives a road closure signal, the intermediate support airbag 105 inflates and lifts the scissor lift lever 102. At the same time, the main controller synchronously controls the outlet air control valve 700 to open intermittently. The high-pressure gas in the intermediate support airbag 105 is quickly ejected through the outlet air control valve 700, impacting the sound-producing structure of the whistle 701: the whistle core, causing it to produce a high-frequency air alarm sound. This intermittent sound design can continuously remind passing vehicles and pedestrians while avoiding auditory fatigue caused by a single continuous sound, ensuring the warning effect.

[0050] Furthermore, once the scissor lift lever 102 has risen to the preset height and the intermediate support airbag 105 has reached a stable working air pressure, the main controller controls the outlet air control valve 700 to close, stopping the air jet and whistling. At this time, the air whistle 701 is silent to avoid unnecessary noise interference, while ensuring stable air pressure inside the airbag and maintaining the support strength of the fence.

[0051] like Figure 1 As shown, a solid steel plate is fixedly connected to the top of the upper fixed seat 103, and a speed bump 104 is fixedly connected to the solid steel plate.

[0052] Specifically, the speed bump 104 conforms to the road surface 100 and performs a normal deceleration function. When passing vehicles run over the speed bump 104, the pressure is transmitted through the speed bump 104 to the solid steel plate below. The solid steel plate, with its own rigidity, evenly distributes the concentrated pressure to the upper fixed seat 103 and the scissor lift rod 102, avoiding excessive local stress and deformation of the speed bump 104. At the same time, it prevents the pressure from acting directly on the internal elastic plate 200, the intermediate support airbag 105 and other components, protecting the core structure from crushing damage.

[0053] like Figure 1 As shown, a vehicle detection sensor 800 is fixedly connected to the outside of the road surface 100, and the distance between the vehicle detection sensor 800 and the pre-buried channel 101 is at least 15m.

[0054] Specifically, the vehicle detection sensor 800 is fixedly installed on the road surface 100, maintaining a safe distance of at least 15m from the pre-buried channel 101. This distance is designed based on the common road vehicle speeds, such as below 60km / h, ensuring that the sensor has sufficient time to capture vehicle signals and trigger the system response. The sensor uses microwave radar or infrared detection technology, which can accurately detect the presence, speed, and distance of passing vehicles, unaffected by environmental factors such as weather and lighting. The sensor scans the monitoring area in real time. When a vehicle is detected moving towards the crossing, it immediately collects vehicle driving data, distance from the crossing, and speed, and converts these signals into electrical signals, transmitting them to the main controller in the control box 600. After receiving the sensor signals, the main controller performs logical judgment based on the preset crossing closure time. If the vehicle is far from the crossing, the main controller starts the air pump 106 in advance to enter the pre-inflation preparation state. If the vehicle is close, the main controller immediately triggers the complete closure procedure, ensuring that the scissor lift 102 can be fully raised to form a fence before the vehicle reaches the crossing, avoiding untimely protection due to slow inflation response.

[0055] like Figures 2-6 As shown, two protective housings 900 are fixedly connected inside the pre-embedded channel 101. The diversion and delivery pipe 108 is located inside the protective housing 900. The air supply solenoid valve 109 penetrates the outer wall of the protective housing 900. The other air outlet of the multi-way diversion solenoid valve 107 is connected to the air blowing pipe 901. The air outlet of the air blowing pipe 901 faces the inner bottom wall of the pre-embedded channel 101.

[0056] Specifically, two protective housings 900 are fixed inside the pre-embedded channel 101 on both sides, completely enclosing the diversion and delivery pipe 108. The protective housings 900 are made of high-strength wear-resistant material, which can isolate the collision of the scissor lift rod 102 during lifting and lowering, and the scraping of mud and sand in the pre-embedded channel 101, to prevent pipe damage and air leakage. At the same time, the air supply electric control valve 109 is set through the outer wall of the protective housing 900, which does not affect the airflow communication between the valve and the diversion and delivery pipe 108 and the speed bump 104, and can also provide fixed support for the valve through the housing to prevent the valve from loosening and shifting, and ensure the stability of the airflow transmission path.

[0057] Furthermore, when the main controller starts the air pump 106 to inflate or controls the airbag to deflate, it simultaneously controls the multi-way diversion electric control valve 107 to switch to the corresponding mode. Some high-pressure gas flows into the blowing pipe 901 through its additional air outlet. The gas is then transported through the blowing pipe 901 to the air outlet on the bottom wall of the pre-embedded channel 101, forming a high-pressure airflow to sweep the bottom of the pre-embedded channel 101. This blows the accumulated mud, fallen leaves, debris, etc., to the sides of the channel or the preset drainage outlet, preventing debris from entangled in the hinge point of the scissor lift rod 102 or blocking the inflation port of the intermediate support airbag 105, ensuring that the scissor lift rod 102 rises and falls without jamming and that the airbag operates without interference.

[0058] The technical solutions in the above-described embodiments of this application have at least the following technical effects or advantages: Compared with the prior art, in this embodiment, the air pump 106 continuously supplies gas into the interior of multiple intermediate support airbags 105, causing the intermediate support airbags 105 to expand. When the intermediate support airbags 105 expand, they will lift the scissor lift rod 102. After being lifted, they can provide multi-point support for the scissor lift rod 102. Even in the event of loss of power, the gas stored inside the intermediate support airbags 105 can form a barrier gate, which reduces the overall cost and maintenance time compared to the hydraulic system.

[0059] Example 2: Considering that although the intermediate support airbag 105 provides multi-point support during use, the intermediate support airbag 105 uses gas for support, and the overall inflation process is slow, resulting in a slow lifting speed of the scissor lift lever 102, this application proposes the following technical solution to address the above-mentioned technical problems:

[0060] like Figures 3-4 As shown, an elastic plate 200 is fixedly connected inside the speed bump 104. The top of the elastic plate 200 is fixedly connected to the inner top wall of the speed bump 104, the bottom of the elastic plate 200 is fixedly connected to the inner bottom wall of the speed bump 104, the top of the speed bump 104 is fixedly connected to the bottom of the upper fixed seat 103, and the elastic plate 200 is bent in the relaxed state.

[0061] Specifically, during use, when the system is not activated, the intermediate support airbag 105 is in a deflated and contracted state, and the scissor lift rod 102 is folded and stored in the pre-embedded channel 101. At this time, the weight of the upper fixed seat 103 and the speed bump 104, as well as the pressure of passing vehicles on the speed bump 104, work together on the elastic plate 200. Since the top of the elastic plate 200 is fixedly connected to the inner top wall of the speed bump 104 and the bottom is fixedly connected to the inner bottom wall of the speed bump 104, it will remain in a bent state after being compressed, like a compressed spring, storing elastic potential energy to prepare for subsequent rebound.

[0062] Furthermore, when the system receives a signal to close the level crossing, the air pump 106 inflates the intermediate support airbag 105 through the inflation structure. The airbag gradually expands and generates an upward thrust. As the airbag pressure increases, the scissor lift rod 102 begins to unfold upward, and the downward pressure on the upper fixed seat 103 and the speed bump 104 gradually decreases. At this time, the elastic potential energy stored in the elastic plate 200 is released, and it rebounds from a bent state to a relaxed state, generating an upward elastic thrust that directly acts on the upper and lower inner walls of the speed bump 104. This thrust is superimposed in the same direction as the expansion thrust of the intermediate support airbag 105, increasing the lifting speed of the scissor lift rod 102, solving the problem of slow inflation response of the intermediate support airbag 105, and shortening the level crossing closure time.

[0063] Furthermore, when the scissor lift lever 102 is raised to a preset height to form a closed fence, the intermediate support airbag 105 remains inflated, and the elastic plate 200 is fully extended into a preset curved shape. At this time, the curved structure of the elastic plate 200 can disperse the pressure transmitted by the upper fixed seat 103, preventing the speed bump 104 from deforming due to excessive local stress. At the same time, the elastic tension of the elastic plate 200 can offset some of the external impact force, such as if the vehicle accidentally hits the speed bump 104, reducing the pressure on the intermediate support airbag 105, protecting the airbag from damage, and improving the stability of the overall structure.

[0064] Furthermore, when passage is permitted, the intermediate support airbag 105 deflates and contracts, and the scissor lift 102 gradually folds under its own weight and the pressure of the upper fixed seat 103 and the speed bump 104. As the scissor lift 102 descends, the upper fixed seat 103, together with the weight of the speed bump 104, applies downward pressure, causing the elastic plate 200 to be recompressed and bent, returning to the standby energy storage state, ready for the next start-up.

[0065] The technical solutions in the above embodiments of this application have at least the following technical effects or advantages: Compared with Embodiment 1, in this embodiment, through the pressure storage and rebound boosting mechanism of the elastic plate 200, the elastic thrust released by the elastic plate 200 and the expansion thrust of the intermediate support airbag 105 are superimposed in the same direction, which increases the lifting speed of the scissor lift rod 102, greatly shortens the passage closure time, and avoids the problem of untimely protection caused by slow inflation response.

[0066] Example 3: Considering that although the elastic plate 200 can support the scissor lift rod 102 through the rebound assist of the intermediate support airbag 105, it can only slowly rise through its own elasticity. To address the above-mentioned technical problems, this application proposes the following technical solution:

[0067] like Figures 3-4 As shown, the elastic plate 200 is externally fixedly connected to two supporting magnetic plates 300. The two supporting magnetic plates 300 are located on both sides of the inflection point of the curved elastic plate 200, and the magnetic poles of the two supporting magnetic plates 300 are arranged opposite to each other.

[0068] Specifically, during use, when the system is not started, the elastic plate 200 bends under its own weight and external pressure. The magnetic suction plates 300 on both sides move closer to each other as the elastic plate 200 bends. The repulsive force generated by the magnetic poles being opposite (i.e., like poles) is compressed and stored, forming additional magnetic potential energy. When the middle support airbag 105 is inflated, the pressure on the upper fixed seat 103 and the deceleration band 104 decreases, the elastic plate 200 releases its elastic potential energy and rebounds. At the same time, the repulsive force of the support magnetic suction plates 300 is released synchronously, generating an upward thrust. This thrust is superimposed on the rebound thrust of the elastic plate 200, accelerating the lifting of the scissor lift rod 102.

[0069] Furthermore, the magnetic force acts without physical contact, avoiding wear caused by mechanical friction, alleviating metal fatigue of the elastic plate 200, and to some extent solving the problem of easy breakage due to repeated bending.

[0070] Furthermore, after the airbag 105 in the middle is deflated, the upper fixed seat 103 presses down on the deceleration belt 104, the elastic plate 200 bends again, and the support magnetic plate 300 moves closer as it bends. The repulsive force gradually increases but does not hinder the folding, ensuring that the structure is smoothly stored in the pre-embedded channel 101.

[0071] like Figures 3-4 As shown, the elastic plate 200 is externally connected to two support rods 400, and an elastic segment 401 is fixedly connected to one adjacent end of the two support rods 400.

[0072] Specifically, during use, when the system is not activated, the intermediate support airbag 105 contracts, and the elastic plate 200 bends and stores energy under gravity. The two support rods 400 rotate synchronously with the bending of the elastic plate 200, and the elastic section 401 is in a naturally bent state. At this time, the bending direction of the support rods 400 and the elastic section 401 is opposite to that of the elastic plate 200, leaving room for the contracted intermediate support airbag 105 to avoid the airbag being squeezed and piled up at the inflection point of the elastic plate 200, ensuring that the elastic plate 200 can be fully bent and stored. When the enclosure needs to be used, the intermediate support airbag 105 inflates and expands, the elastic plate 200 releases its elastic potential energy and rebounds, driving the two support rods 400 to rotate and unfold around the movable connection point. The pre-tightened elasticity of the elastic section 401 is released synchronously, generating an upward auxiliary thrust. This thrust, combined with the rebound thrust of the elastic plate 200 and the repulsive force of the support magnetic plate 300, further accelerates the lifting speed of the scissor lift rod 102, making up for the shortcoming of slow airbag inflation response.

[0073] Furthermore, when the crossing is reopened to traffic, the intermediate support airbag 105 deflates and contracts, the scissor lift rod 102 presses down on the deceleration band 104, the elastic plate 200 bends again, the support rod 400 rotates in the opposite direction as the elastic plate 200 bends, and the elastic section 401 adaptively contracts, which guides the retracting intermediate support airbag 105 to the preset storage area, avoiding the airbag from getting tangled or piling up, and ensuring that the elastic plate 200 and the scissor lift rod 102 are smoothly folded and stored in the pre-embedded channel 101.

[0074] The technical solutions in the above embodiments of this application have at least the following technical effects or advantages: Compared with Embodiment 2, in this embodiment, by using the repulsive force generated by the opposing poles of the supporting magnetic plates 300 and the elastic rebound thrust of the elastic plate 200, a dual drive of elasticity and magnetism is formed, which solves the problem of slow rebound of the elastic plate 200 alone, speeds up the lifting speed of the scissor lift rod 102, shortens the response time of the passage closure, and at the same time, there is no physical contact under the action of magnetic force, avoiding the friction and wear of traditional mechanical auxiliary structures, effectively alleviating the metal fatigue caused by repeated bending of the elastic plate 200, reducing the risk of breakage, and improving the durability of the elastic auxiliary structure.

[0075] The modular system in this application is a standby monitoring module, in which the system is in a low-power ready mode. The pre-embedded channel 101 on the road surface 100 is in a closed state, and the multiple scissor lifts 102 inside are completely folded and retracted. The upper fixed seat 103 at the top of the scissor lift 102 and the speed bump 104 installed on it are flatly attached to the road surface 100, playing a normal deceleration role, while sealing the opening of the pre-embedded channel 101 to prevent rainwater, dust and debris from entering. The middle support airbag 105 at the bottom of the channel and the outward expansion bladders 500 connected to both sides of the upper fixed seat 103 are both in an emptied and retracted state. At this time, the auxiliary components inside the system are also in an energy storage preparation state: the elastic plate 200 remains bent due to bearing the weight of the structure above, storing elastic potential energy; the two support magnetic plates 300 are brought closer to each other due to the bending of the elastic plate 200, storing magnetic repulsion force. The vehicle detection sensor 800 located at least 15 meters away from the road surface 100 and the monitoring camera 602 on the front and rear support poles 601 of the pre-buried channel 101 work continuously, transmitting data to the main controller in the control box 600 for real-time monitoring and analysis.

[0076] Signal processing module: When the vehicle detection sensor 800 detects a vehicle approaching the level crossing, or when the system receives a train approach signal from the railway dispatch center, a trigger signal is immediately sent to the main controller. The main controller comprehensively processes the signal source, vehicle speed, and the safe time required for level crossing closure, verifies the gate's expected response time, and calculates the total system response time. Is it less than the vehicle's available time? That is, the calculation logic formula must be satisfied as follows: ,in To detect distance, For vehicle speed, the main controller will only issue the final command to close the crossing if the resulting parameters confirm a sufficient safety margin.

[0077] Pneumatic Actuation Module: Upon receiving a decision command from the main controller, the main controller immediately starts the air pump 106 and controls the multi-way diversion solenoid valve 107 to switch to the air supply path. High-pressure gas is distributed to each diversion delivery pipe 108 through the multi-way diversion solenoid valve 107. The main controller simultaneously opens all relevant air supply solenoid valves 109 and expansion solenoid valves 501. Gas rapidly flows into the intermediate support airbag 105 and the expansion bladder 500. The expansion of the intermediate support airbag 105 is the main power source, and the supporting force it generates must meet the requirements. ,in For air pressure, For area, Due to the weight of the valve, the elastic plate 200 releases its stored elastic potential energy due to the reduced pressure above, rebounding rapidly. The repulsive force supporting the magnetic suction plate 300 is also released simultaneously. This combined force, combined with the thrust of the airbag, accelerates the deployment speed of the scissor lift lever 102, enabling it to quickly lift the upper fixed seat 103 and the speed bump 104 to the preset warning height, forming a solid physical barrier.

[0078] The monitoring module maintains full activation of the system's auxiliary functions as the gate rises. After the expansion chamber 500 is inflated, it expands laterally to both sides, and the internally integrated elastic drawstring 505 is tightened to ensure uniform expansion and prevent surface wrinkles. This allows the embedded LED beads 506 to clearly and conspicuously display warning information on the flat surface. The main controller simultaneously illuminates the LED beads 506, which, together with the reflective film 502, form a day-and-night visible warning system. Simultaneously, the main controller can control the intermittent opening of the exhaust valve 700, allowing high-pressure airflow to impact the whistle 701, generating a high-decibel audible alarm.

[0079] The system enters a stable monitoring state. The pressure sensors installed inside the intermediate support airbag 105 and the outer expansion airbag 500 continuously feed pressure data back to the main controller. Based on this data, the main controller uses a PID control algorithm... ,in, The value represents the error, which is the expected value minus the actual measured value. The expected value is the working air pressure of the gas in the capsule in this invention, and the actual measured value is the air pressure value fed back by the air pressure sensor in real time. This is the "problem" that the PID controller needs to handle; the controller calculates and outputs a command. Adjust the actuator, such as the power of the air pump (106) or the opening of the electronically controlled valve, to eliminate this error. It is a proportional gain, which amplifies the current error value. , The larger the value, the more "aggressive" the controller's response to errors, and the faster the system response. However, excessively large values ​​can easily lead to system oscillations. The smaller the value, the "milder" the response, but the weaker the ability to correct errors and the slower the response speed. The integral gain, the coefficient of the integral term, determines the controller's accumulation of historical errors. express From time 0 to the current moment Integrating the result yields the sum of errors accumulated over time. The larger the value, the greater the controller's "determination" to eliminate residual minute errors (steady-state error). The differential gain determines the strength of the controller's response to changes in error trends. express Regarding time The derivative of the error, i.e., the rate of change of the error. The larger the value, the stronger the controller's "predictive" or "damping" effect.

[0080] The dynamic fine-tuning of the air pump 106 and valves forms a closed-loop control to maintain stable supporting air pressure. The monitoring camera 602 continuously monitors the gate status and traffic conditions at the crossing.

[0081] Reset Module: After the train has completely passed and the level crossing is confirmed to be safe, the main controller receives a release signal. Immediately, the main controller commands the air pump 106 to stop working and switches the multi-way diversion control valve 107 to the exhaust passage. At the same time, it opens the air supply control valve 109 and the expansion control valve 501. The gas in the intermediate support airbag 105 and the expansion airbag 500 is quickly discharged, the pressure disappears, and under its own gravity, the scissor lift rod 102, the upper fixed seat 103, and the speed bump 104 descend smoothly. During this process, the elastic plate 200 is recompressed and bent, the support magnetic suction plate 300 approaches again, and the elastic pull rope 505 guides the expansion airbag 500 to retract in an orderly manner. All components are accurately reset and stored in the pre-embedded channel 101. The combined light bead 506 is turned off, the sonar stops, and the system fully returns to the first stage of standby and monitoring state, waiting for the start of the next mission.

[0082] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. For those skilled in the art, the present invention can have various modifications and variations. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A railway crossing gate system for railway traffic management, comprising a road surface (100), wherein a pre-embedded channel (101) is provided on the outside of the road surface (100), and a plurality of scissor lifts (102) are installed inside the pre-embedded channel (101), and an upper fixed seat (103) is fixedly connected to the scissor lift (102), characterized in that: The inner bottom wall of the pre-embedded channel (101) is fixedly connected to an intermediate support airbag (105). Multiple intermediate support airbags (105) are spaced apart from multiple scissor lift rods (102). An inflation structure is connected to the outside of the intermediate support airbag (105). The inflation structure is used to inject gas into the interior of the intermediate support airbag (105) to expand and lift the scissor lift rod (102). The inflation structure includes an air pump (106), which is installed on the road surface (100). The air pump (106) has an inlet and outlet connected to a multi-way diversion solenoid valve (107). The multi-way diversion solenoid valve (107) has multiple diversion delivery pipes (108) connected to its exterior. The diversion delivery pipes (108) have multiple air supply solenoid valves (109) connected to their exterior. The air outlet of the air supply solenoid valve (109) is connected to the intermediate support airbag (105). An elastic plate (200) is fixedly connected inside the intermediate support airbag (105). The top of the elastic plate (200) is fixedly connected to the inner top wall of the intermediate support airbag (105), the bottom of the elastic plate (200) is fixedly connected to the inner bottom wall of the intermediate support airbag (105), and the top of the intermediate support airbag (105) is fixedly connected to the bottom of the upper fixed seat (103). The elastic plate (200) is bent in the relaxed state. The elastic plate (200) is externally fixedly connected to two supporting magnetic plates (300). The two supporting magnetic plates (300) are located on both sides of the inflection point of the curved elastic plate (200), and the magnetic poles of the two supporting magnetic plates (300) are arranged opposite to each other. The elastic plate (200) is externally connected to two support rods (400), and an elastic segment (401) is fixedly connected to one adjacent end of the two support rods (400). Both sides of the intermediate support airbag (105) are fixedly connected to an outer expansion bladder (500). The top of the outer expansion bladder (500) is fixedly connected to the outer bottom wall of the upper fixed seat (103). Both sides of the inner wall of the intermediate support airbag (105) are fixedly connected to an outer expansion electric control valve (501). The air outlet of the outer expansion electric control valve (501) is connected to the outer expansion bladder (500). The outer walls of the intermediate support airbag (105) and the outer expansion bladder (500) are fixedly connected to a reflective film (502). The reflective film (502) is arranged in a strip or dot-shaped pattern.

2. A railway crossing gate system for railway traffic management according to claim 1, characterized in that: The inner wall of the expansion bladder (500) is fixedly connected with multiple positioning magnetic plates (504), and the inner side wall of the pre-embedded channel (101) is fixedly connected with two fixing magnetic plates (503). The inner wall of the expansion bladder (500) is integrally formed with multiple elastic pull ropes (505). One end of the multiple elastic pull ropes (505) is connected to different positions inside the expansion bladder (500), and the bottom of the multiple elastic pull ropes (505) penetrates the outer wall of the expansion bladder (500) and is fixedly connected to the inner bottom wall of the pre-embedded channel (101).

3. A railway crossing gate system for railway traffic management according to claim 2, characterized in that: A control box (600) is fixedly connected to the road surface (100). The air pump (106) is located inside the control box (600). The main controller is installed inside the control box (600). Multiple combination LED beads (506) are embedded in the outside of the expansion bladder (500). The multiple combination LED beads (506) are electrically connected to the main controller through wires. The front and rear sides of the pre-embedded channel (101) are both equipped with support poles (601). Both support poles (601) are equipped with monitoring cameras (602). The detection end of the monitoring camera (602) located on the rear side faces the upper fixed seat (103), and the detection end of the monitoring camera (602) located on the front side faces the vehicle detection sensor (800). Pressure sensors are installed inside the expansion bladder (500) and the intermediate support airbag (105).

4. A railway crossing gate system for railway traffic management according to claim 1, characterized in that: An air outlet solenoid valve (700) is fixedly connected to the outside of the upper fixed seat (103). The air outlet of the air outlet solenoid valve (700) penetrates the outer wall of the upper fixed seat (103). A blower whistle (701) is installed at the air outlet of the air outlet solenoid valve (700).

5. A railway crossing gate system for railway traffic management according to claim 1, characterized in that: A vehicle detection sensor (800) is fixedly connected to the outside of the road surface (100). The vehicle detection sensor (800) is at least 15m away from the pre-buried channel (101). A solid steel plate is fixedly connected to the top of the upper fixed seat (103), and a speed bump (104) is fixedly connected to the solid steel plate.

6. A railway crossing gate system for railway traffic management according to claim 1, characterized in that: The pre-embedded channel (101) is internally fixedly connected to two protective housings (900). The diversion and delivery pipe (108) is located inside the protective housing (900). The air supply solenoid valve (109) penetrates the outer wall of the protective housing (900). The other air outlet of the multi-way diversion solenoid valve (107) is connected to the air blowing pipe (901). The air outlet of the air blowing pipe (901) faces the inner bottom wall of the pre-embedded channel (101).

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