Railway train obstacle and derailment detection device and detection method

Abstract

The application discloses a kind of track train obstacle and derailment detection device and detection method, it is related to track traffic technical field, it solves the technical problem that existing device structure rigidity is insufficient and easily causes resonance.The application includes: beam assembly, two ends of the beam assembly are respectively equipped with one detection device, the detection device includes: L-shaped plate, the outer side of the L-shaped plate is connected train bogie;First straight rod, the lower surface of the upper end of the L-shaped plate is hingedly provided with the first straight rod, the lower end of the first straight rod is connected with the beam assembly;Load sensor, the load sensor both ends are respectively connected with the inner side of the L-shaped plate and the first straight rod through inclined straight line rod assembly, the L-shaped plate, straight line rod and the inclined straight line rod assembly are enclosed into triangular stable structure, the application has the advantages of structural stability, detection precision and the like.

Description

Technical Field

[0001] This invention belongs to the field of rail transit technology, specifically relating to a rail train obstacle and derailment detection device and method. Background Technology

[0002] With the development of automatic train operation technology, train safety technology has received increasing attention. Obstacles on the train track pose a significant safety hazard to train operation, especially for driverless trains. Without a driver to observe, automatic obstacle detection is crucial to implement emergency braking and other appropriate measures to mitigate damage. Furthermore, relying solely on non-contact obstacle detection devices is insufficient to eliminate safety hazards; contact-based obstacle detection technology is also necessary to improve the safety of rail vehicles.

[0003] Existing contact-type obstacle and derailment detection devices mostly utilize the bending deformation and compression of springs, or the shear force generated by the rotation of the device structure. However, they have the following drawbacks: First, the presence of elastic elements in their structure leads to insufficient structural rigidity, making them prone to resonance. For example, in the early stages of operation of a subway line in Beijing that adopted this technology, structural resonance caused a large lateral displacement of the detection beam, triggering an alarm and resulting in false alarms. Second, because they often use leaf springs, shear shafts, and other structures, the performance parameters of these machined parts are difficult to achieve due to processing technology and material issues, making it impossible to accurately control the triggering accuracy after installation. Third, most existing structures use limit switches and proximity switches as detection elements, requiring testing and adjustment of the detection element's position during installation to ensure a relatively accurate triggering threshold. This results in a large workload and high technical difficulty in equipment assembly and debugging, and requires specialized testing equipment.

[0004] Therefore, there is an urgent need to design a train obstacle and derailment detection device that is structurally stable, not prone to resonance, has high triggering accuracy, and is easy to install. Summary of the Invention

[0005] This invention discloses a detection device and method for detecting obstacles and derailments on rail trains, aiming to solve the technical problems of insufficient structural rigidity and easy resonance in existing devices.

[0006] To solve the aforementioned technical problems, the present invention adopts the following technical solution:

[0007] A rail train obstacle and derailment detection device includes:

[0008] A crossbeam assembly, wherein a detection device is provided at each end of the crossbeam assembly, the detection device comprising:

[0009] L-shaped plate, the outer side of which is connected to the train bogie;

[0010] The first straight rod is hinged to the lower surface of the upper end of the L-shaped plate, and the lower end of the first straight rod is connected to the crossbeam assembly;

[0011] The load sensor has two ends that are hinged to the inner side of the L-shaped plate and the first straight rod respectively through a diagonal straight rod assembly. The L-shaped plate, the first straight rod and the diagonal straight rod assembly form a stable structure.

[0012] In this invention, the crossbeam assembly is the actuator that directly bears the impact of obstacles and the reaction force of derailment. The detection devices symmetrically arranged at both ends ensure the force balance of the device on the left and right sides of the train and the redundancy of the detection structure. The L-shaped plate serves as a connection to the bogie structure on the one hand, and provides installation points for the first straight rod and the inclined straight rod assembly inside on the other hand. In addition, the first straight rod and the inclined straight rod assembly are connected to the L-shaped plate by hinges. The three together form a geometrically rigid triangular stable structure. It should be further explained that the L-shaped plate and the first straight rod are integral rigid components, while the load sensor and the inclined straight rod assembly are fixedly connected and can also be regarded as integral rigid components. There are only three hinge points between the above three, so it belongs to a triangular stable structure. This triangular structure is composed of three hinge points and has natural geometric invariance in mechanics. The three sides of the triangle are all rigid rods and there are no elastic elements. The rods themselves hardly produce tensile or compressive deformation when subjected to force. The entire structure will not change its geometric shape under the action of external force, and can only rotate as a rigid body around the hinge points. This rigid triangular structure enhances the overall rigidity of the detection mechanism and structurally prevents resonance. Simultaneously, the load sensor is integrated into the inclined linear rod assembly. When the crossbeam is subjected to external impact, the impact force is transmitted through the first straight rod and converted into axial tension or compression on the inclined linear rod assembly. The load sensor detects changes in this force in real time and outputs continuous analog or digital electrical signals, eliminating the need for complex stroke position adjustments required by limit switches, proximity switches, and other detection elements. Digital measurement of the force value ensures that triggering accuracy depends solely on the sensor's own precision, no longer affected by the consistency of machined parts, resulting in a highly uniform trigger threshold.

[0013] Preferably, an angle α is formed between the first straight rod and the inclined straight rod assembly, and an angle β is formed between the straight rod and the vertical line perpendicular to the L-shaped plate. The angle α ranges from 40° to 60°, and the angle β ranges from 10° to 15°.

[0014] After adopting this technical solution, it should be noted that the acute angle design of the included angles α and β ensures that the inclined straight rod assembly can generate a sufficiently large axial force component when subjected to horizontal or oblique impact forces transmitted from the crossbeam. This ensures that the load sensor can respond sensitively to changes in external load. Specifically, when the crossbeam encounters an obstacle, the first straight rod experiences a horizontal thrust, which is transmitted through the hinge point between the first straight rod and the inclined straight rod assembly. Since α is an acute angle, the horizontal force is efficiently converted into a pressure along the axial direction of the inclined straight rod assembly. When the train derails or the crossbeam impacts the sleeper or track bed, the oblique upward reaction force on the crossbeam is transmitted through the first straight rod. Since β is an acute angle, this force is converted into a tensile force along the axial direction of the inclined straight rod assembly. The acute angle design allows the inclined straight rod assembly to generate significant axial load changes regardless of the direction of the external force, facilitating measurement by the load sensor.

[0015] Preferably, the inclined straight bar assembly includes:

[0016] The first inclined rod has one end hinged to the side wall of the L-shaped plate and the other end fixedly connected to one side of the load sensor.

[0017] The second inclined rod has one end hinged to the first straight rod and the other end fixedly connected to the other side of the load sensor.

[0018] With this technical solution, it should be noted that the inclined linear rod assembly adopts a split design, consisting of three sections connected in series: a first inclined rod, a load sensor, and a second inclined rod. The load sensor is fixed between the first and second inclined rods via a threaded connection. This modular design ensures that the load sensor can accurately sense the axial force borne by the entire inclined linear rod assembly, while also facilitating independent installation and replacement of the sensor. During production line assembly, the load sensor can be pre-assembled with the first and second inclined rods on a dedicated tooling to form a standardized inclined linear rod assembly, and then installed as a whole into the device. This eliminates the need to individually adjust the sensor position for each device, significantly improving the efficiency and quality consistency of mass production.

[0019] Preferably, the beam assembly includes:

[0020] The second straight rod is movably sleeved on the first straight rod, and a positioning structure is provided between the second straight rod and the first straight rod;

[0021] The lower end of the second straight rod is fixedly connected to the crossbeam.

[0022] After adopting this technical solution, it should be noted that the first and second straight rods are connected by a sleeve-type movable connection, and the axial relative position is locked through a positioning structure. Both the first and second straight rods are hollow round rod structures. By stretching the first and second straight rods, the overall height of the crossbeam can be adjusted, so that the same set of devices can adapt to the rail surface distance requirements under different vehicle models and different bogie structures. There is no need to redesign the entire device. Installers do not need to use special measuring instruments, nor do they need to perform repeated trial installations and adjustments. They only need to visually inspect the height of the crossbar and fix the first and second straight rods through the positioning structure to complete the height setting, which simplifies the on-site installation and commissioning process.

[0023] Preferably, the L-shaped plate includes:

[0024] A horizontal plate, wherein a first hinge seat is provided on the lower surface of one end of the horizontal plate, and the upper end of the first straight rod is hinged to the first hinge seat by a first pin.

[0025] A vertical plate is provided, and the end of the horizontal plate away from the first straight rod is connected to the vertical plate. A second hinge seat is provided on the inner side of the vertical plate. One end of the first diagonal rod is hinged to the second hinge seat by a second pin. A connecting frame is also provided on the outer side of the vertical plate, and the connecting frame is connected to the train bogie.

[0026] With this technical solution, it should be noted that the L-shaped plate is integrally formed or fixedly connected by a horizontal plate and a vertical plate. Multiple mounting holes are provided on the connecting frame, and it is fixed to the predetermined mounting position of the train bogie using bolts or similar methods, ensuring reliable load-bearing of the entire device. The first hinge seat on the lower surface of the horizontal plate provides the upper hinge point for the first straight rod, and the second hinge seat on the inner side of the vertical plate provides the hinge point for the first diagonal rod. The two hinge points are at different heights. Combined with the length design of the first straight rod, the diagonal rod assembly, and the second straight rod, the numerical range of the aforementioned included angles α and β can be precisely guaranteed. All hinge pairs are connected by pins made of wear-resistant stainless steel or alloy steel, and are used in conjunction with self-lubricating bushings. This ensures that the hinged parts maintain low friction and high reliability of rotational flexibility even under long-term vibration conditions during train operation. The mentioned lubricating bushing is a common technology in the field of hinges and will not be elaborated upon here. Furthermore, it should be emphasized that the horizontal and vertical plates form a right-angled rigid frame, which is the foundation of the entire rigid triangular stable structure. The relative position between the two hinge points is fixed, and one side of the triangle (the line connecting the two hinge points on the L-shaped plate) is a rigid side, which is the fundamental guarantee of the stability of the triangle.

[0027] Preferably, the positioning structure includes:

[0028] The first positioning hole is provided on the first straight rod along the axial direction;

[0029] The second positioning hole is provided on the second straight rod along the axial direction;

[0030] A positioning pin is provided, which can be inserted into the corresponding first positioning hole and second positioning hole to position the first straight rod and the second straight rod.

[0031] With this technical solution, it should be noted that the multiple first positioning holes evenly distributed along the length of the first straight rod and the multiple second positioning holes evenly distributed along the length of the second straight rod have the same hole spacing and diameter. During assembly, the operator inserts the first straight rod into the second straight rod to a suitable depth according to the actual installation height of the train bogie, aligning a set of first positioning holes with the second positioning holes. Then, the positioning pin is inserted and tightened to lock the crossbeam assembly at the required height. The positioning pin can be a flexible cylindrical pin, or a combination of bolts and lock nuts can be used for fixing, which is existing technology. The multiple hole positions allow the crossbeam height to be adjusted in stages over a wide range, and the adjustment process does not require special tools or complex measurements. According to the above adjustment structure, repeated testing of the deformation of the elastic element and repeated adjustment of the limit switch position are avoided, reducing the professional skill requirements for the installation personnel, and avoiding deviations in the trigger threshold caused by human adjustment errors.

[0032] Preferably, the system also includes a first protective component and a second protective component. The first protective component is sleeved at the hinge joints between the first straight rod and the first hinge seat, and between the first diagonal rod and the second hinge seat. The second protective component is sleeved at the hinge joint between the second diagonal rod and the first straight rod.

[0033] After adopting this technical solution, it should be noted that the train operating environment is complex and variable. External media such as rain, snow, sand, and dust can easily penetrate the articulated joint, leading to corrosion, jamming, or abrasive wear. This, in turn, affects the rotational flexibility of the articulated joint and may even affect the detection accuracy of the load sensor. It is important to emphasize that the flexible rotation of the articulated joint is crucial for the functional realization of the rigid triangular stabilizing structure. Although the triangular structure itself is rigid and geometrically invariant, it still needs to rotate freely around the articulation point as a whole to effectively transmit external impact forces to the load sensor. The first and second protective components physically isolate the articulated joint from the harsh external environment, effectively preventing the intrusion of moisture and dust. This ensures that the articulated joint maintains good rotational performance during long-term operation, guaranteeing the long-term accuracy and stability of the load sensor.

[0034] Preferably, the first protection component includes:

[0035] The first rubber airbag has a first bent portion at both the upper and lower ends, and the hinges of the first straight rod and the first hinge seat, and the first inclined rod and the second hinge seat are all located inside the first airbag.

[0036] The first fixing plate is provided at both the upper and lower ends of the first rubber airbag, and the first fixing plate is located on the outside of the first bent part. The first fixing plate has a first through hole in the center, and the first fixing plate is connected to the second hinge seat, the first inclined rod, the first hinge seat and the first straight rod through the first through hole.

[0037] The first pressure plate is provided on the inner side of the first bend at both the upper and lower ends of the first rubber airbag, and the first fixing plate, the first bend and the first fixing plate are connected by the first fastening bolt.

[0038] With this technical solution, it should be noted that the first protective component is fitted at the hinge joint between the first hinge seat and the first straight rod, and at the hinge joint between the second hinge seat and the first diagonal rod. The through hole on the first fixing plate is used to pass through the first hinge seat, the first straight rod, the second hinge seat, or the first diagonal rod. The first rubber airbag is an annular elastomer with outwardly folded first bends on its upper and lower end faces. The first fixing plate is attached to the outside of the first bend, and the first pressure plate is attached to the inside of the first bend. A first fastening bolt passes through the first through hole in the center of the first fixing plate and the corresponding holes on the first bend and the first pressure plate, pressing and fixing the three components together to form a sealed cover over the end of the hinge pin. The rubber airbag has a certain degree of elasticity and toughness, and after inflation, it can tightly fit against the outer wall of the hinge pair, forming a reliable airtight barrier. The design of the first bend increases the contact area of ​​the sealing interface, ensuring a good sealing effect even under train vibration conditions.

[0039] Preferably, the second protection component includes:

[0040] Two second fixing plates, each with a second through hole, are connected to the first straight rod through the second through hole;

[0041] The third fixing plate has a third through hole, and the third fixing plate is connected to the second diagonal rod through the third through hole;

[0042] The second rubber airbag is provided between the two second fixing plates;

[0043] The third rubber airbag is provided on the third fixed plate. The other end of the third rubber airbag is located inside the two second fixed plates and communicates with the second rubber airbag. The hinge of the second inclined rod and the first straight rod is located inside the second airbag and the third airbag. The second airbag is provided with a second bend at both ends, and the third airbag is provided with a third bend at both ends.

[0044] The second pressure plate is provided on the inner side of the second fixed plate, and the second fixed plate, the second bent part and the second pressure plate are connected in sequence by the second fastening bolt;

[0045] The third pressure plate is provided on the inner side of the third fixed plate, and the third fixed plate, the third bending part and the third pressure plate are connected in sequence by the third fastening bolt.

[0046] After adopting this technical solution, the structure of the second protective component is roughly the same as that of the first protective component. The difference lies in the fact that, due to the hinge between the second diagonal rod and the first straight rod, the second protective component is connected to both the first straight rod and the second diagonal rod. Furthermore, since the hinge point is located at the movable end of the triangular stable structure, the range of motion is relatively large, thus requiring a more flexible protective structure. Two second fixing plates are respectively fixed to the first straight rod on both sides of the hinge point. The second rubber airbag is sandwiched between the two second fixing plates and encloses the end of the hinge pin. The third fixing plate is fixed to the second diagonal rod, and one end of the third rubber airbag is connected to the third fixing plate, while the other end extends into the area between the two second fixing plates and communicates with the second rubber airbag. When the hinge point rotates relative to each other, the second and third rubber airbags can deform in coordination, always maintaining a sealed enclosure of the hinge joint. Each rubber airbag is clamped and sealed by its corresponding fixing plate and pressure plate, and sufficient clamping force is provided by fastening bolts to ensure that the airbag does not leak under internal inflation pressure.

[0047] Preferably, the first rubber airbag is provided with a valve, and the second rubber airbag and / or the third rubber airbag are also provided with the valve.

[0048] With this technical solution, it should be noted that the valve is a one-way inflation valve structure, employing a principle similar to that of tire valves. This allows external inflation equipment to fill the rubber bladder with dry, inert gases such as nitrogen, while preventing reverse gas escape. Each independent rubber bladder is equipped with at least one valve, facilitating separate inflation and pressure checks. Since the second and third rubber bladders are structurally connected, only one valve needs to be installed on one of the bladders to achieve inflation and maintenance of the entire connected cavity.

[0049] A method for detecting obstacles and derailments on rail trains includes the following steps:

[0050] S1: Monitor the magnitude and direction of the axial force on the inclined straight bar assembly through a load sensor and output a numerical signal to the train control system;

[0051] S2: Through the train control system, identify the load type, which is either pressure or tension, and compare the magnitude of the axial force corresponding to the load type with the preset pressure or tension value to make a collision judgment or derailment judgment.

[0052] S3: When the load type is pressure and the axial force detected by the load sensor is greater than the preset pressure value, the train control system issues an emergency braking command and a collision alarm; when the load type is tension and the axial force detected by the load sensor is greater than the preset tension value, the train control system issues an emergency braking command and a derailment alarm; if the detected axial force is less than the preset pressure value or the preset tension value, the train control system records the magnitude and direction of the axial force.

[0053] After adopting this technical solution, it should be noted that the load sensor is an existing technology. Its output signal contains both the magnitude and direction information of the axial force. The positive and negative signs represent tension or pressure. The preset pressure value and preset tension value are two independent thresholds, corresponding to collision conditions and derailment conditions, respectively. They can be independently calibrated according to the needs of different train models and operating lines without interference. When the force value exceeds the corresponding threshold, the train control system issues an emergency braking command and an alarm signal. When the force value does not exceed the threshold, the train control system writes the axial force magnitude and direction data into its internal data storage module, which can be used for long-term trend analysis, threshold optimization and adjustment, and accident tracing.

[0054] In summary, due to the adoption of the above technical solution, the beneficial effects of the present invention are:

[0055] 1. The present invention provides a track train obstacle and derailment detection device, which forms a rigid triangular stable structure by enclosing an L-shaped plate, a first straight rod and an inclined straight rod assembly, so that the structure has geometric invariance, the natural frequency is higher than the train vibration frequency, avoids resonance effects, and improves the anti-interference ability of the device in complex vibration environment.

[0056] 2. The present invention provides a track train obstacle and derailment detection device, which integrates a load sensor into an inclined straight bar assembly and, together with a triangular stabilizing structure, realizes the detection of obstacles and derailments through a single detection sensor. The structure is simple and reliable.

[0057] 3. The present invention provides a track train obstacle and derailment detection device, which realizes rapid adjustment of the height of the crossbeam assembly by setting a positioning component between the first straight rod and the second straight rod. The same set of devices can adapt to different train models and rail surface heights, without the need for special equipment and repeated debugging, thus reducing the difficulty of installation and debugging.

[0058] 4. The present invention provides a track train obstacle and derailment detection device, which physically isolates and seals each hinge point by setting a first protection component and a second protection component, thereby effectively preventing rain, snow, mud and sand from entering the hinge point and causing pin jamming, rusting and other problems, ensuring flexible hinge operation and avoiding inaccurate detection by load sensor. Attached Figure Description

[0059] The present invention will be described by way of example and with reference to the accompanying drawings, wherein:

[0060] Figure 1 This is a schematic diagram of the detection device of the present invention;

[0061] Figure 2 This is a schematic diagram of the overall structure of the present invention;

[0062] Figure 3 This is a schematic diagram of the structure of the first protective component of the present invention;

[0063] Figure 4 For the present invention Figure 1 Enlarged schematic diagram of the structure at point A in the middle;

[0064] Figure 5 This is a force analysis diagram of the present invention under the condition of impacting an obstacle;

[0065] Figure 6 This is a force analysis diagram of the present invention under derailment conditions;

[0066] Figure 7 This is a schematic diagram of the detection device of the present invention impacting an obstacle;

[0067] Figure 8 This is a schematic diagram of the derailment detection device of the present invention.

[0068] Figure label:

[0069] 1-Connecting frame, 2-L-shaped plate, 21-Horizontal plate, 22-Vertical plate, 3-Slanted straight bar assembly, 31-First slanted bar, 32-Load sensor, 33-Second slanted bar, 4-First straight bar, 5-Crossbeam assembly, 51-Second straight bar, 52-Crossbeam, 6-First protection assembly, 61-First fastening bolt, 62-First fixing plate, 63-First pressure plate, 64-First rubber airbag, 65-Valve nozzle, 66-First bending part, 7-Second protection assembly, 71-Second fastening bolt, 72-Second fixing plate, 73-Second pressure plate, 74-Second rubber airbag, 75-Third fastening bolt, 76-Third fixing plate, 77-Third pressure plate, 78-Third rubber airbag, 8-First hinge seat, 9-Second hinge seat, 10-Second bending part, 11-Third bending part. Detailed Implementation

[0070] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions in the embodiments of this application will be clearly and completely described below in conjunction with the embodiments and accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. The components of the embodiments of this application described and marked in the accompanying drawings can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely represents selected embodiments of this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0071] In the description of the embodiments of this application, it should be noted that the terms "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product of the invention is in use. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application. In addition, the terms "first," "second," and "third," etc., are only used to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0072] The following is combined Figures 1-8 The present invention will be described in detail below.

[0073] Example 1

[0074] A rail train obstacle and derailment detection device, such as Figure 1 , Figure 2 As shown, it includes:

[0075] A crossbeam assembly 5, wherein each end of the crossbeam assembly 5 is provided with a detection device, the detection device comprising:

[0076] L-shaped plate 2, the outer side of which is connected to the train bogie;

[0077] The first straight rod 4 is hinged to the lower surface of the upper end of the L-shaped plate 2, and the lower end of the first straight rod 4 is connected to the crossbeam assembly 5;

[0078] The load sensor 32 has two ends that are hinged to the inner side of the L-shaped plate 2 and the first straight rod 4 respectively through the inclined straight rod assembly 3. The L-shaped plate 2, the first straight rod 4 and the inclined straight rod assembly 3 form a triangular stable structure.

[0079] In this embodiment, the crossbeam assembly 5 is the actuator that directly bears the impact of obstacles and the reaction force of derailment. The detection devices symmetrically arranged at both ends of the crossbeam ensure the force balance of the device on the left and right sides of the train and the redundancy of the detection structure. The L-shaped plate 2 serves as a connection structure for the bogie and provides installation points for the internal first straight rod 4 and the inclined straight rod assembly. In addition, the first straight rod 4, the inclined straight rod assembly 3 and the L-shaped plate 2 are connected by a hinge, and the three together form a geometrically rigid triangular stable structure. It should be further explained here that this L-shaped plate 2, the first straight rod 4, the inclined straight rod assembly 3 and the L-shaped plate 2 are connected by a hinge. The first straight rod 4 is a rigid integral component, while the load sensor 32 and the inclined straight rod assembly 3 are fixedly connected and can also be considered as a rigid integral component. There are only three hinge points between these three components, thus forming a triangular stable structure. This triangular structure, composed of three hinge points, possesses inherent geometric invariance in mechanics. All three sides of the triangle are rigid rods without any elastic elements. The rods themselves undergo almost no tensile or compressive deformation under stress. The entire structure does not change its geometric shape under external forces, but only rotates as a rigid body around the hinge points. This rigid triangular structure enhances the rigidity of the entire detection mechanism and structurally avoids resonance. Furthermore, the load sensor 32 is integrated into the inclined straight rod assembly 3. When the crossbeam 52 is subjected to external impact, the impact force is transmitted through the first straight rod 4 and converted into axial tension or pressure on the inclined straight rod assembly 3. The load sensor 32 senses the change in force in real time and outputs continuous analog or digital electrical signals, avoiding the complex travel position adjustments required by limit switches, proximity switches, and other detection elements. Digital measurement of force values ​​means that triggering accuracy depends only on the accuracy of the sensor itself, and is no longer affected by the consistency of machined parts, resulting in a highly uniform triggering threshold.

[0080] like Figure 5 , Figure 6 As shown, under the two force conditions, an angle α is formed between the first straight rod 4 and the inclined straight rod assembly 3, and an angle β is formed between the straight rod and the vertical line perpendicular to the L-shaped plate 2. The angle α ranges from 40° to 60°, and the angle β ranges from 10° to 15°.

[0081] In this embodiment, as Figure 5 , Figure 6 As shown, let A be the hinge point between the second diagonal bar 33 and the first straight bar 4, and B be the hinge point between the first straight bar 4 and the L-shaped plate 2. Let B be the length from the center point of the beam 52 to point B. The length of AB is denoted as The explanation is divided into two scenarios: impact from a lateral obstacle and derailment.

[0082] When the train is in operation, the device is subjected to an impact force F from a lateral obstacle, and the inclined straight rod assembly 3 is subjected to a compressive force T. The angle range is set according to the working conditions. According to the principle of torque balance:

[0083]

[0084] In the formula, The impact force F generates a torque on hinge point B, causing the rigid triangular structure to rotate clockwise around point B. At this time, the inclined straight bar assembly 3 is subjected to axial pressure T, which acts along the direction of the inclined straight bar assembly 3. The lever arm of T about point B is the perpendicular distance from point B to the line of action of the inclined straight bar assembly 3, i.e. ,therefore That is, the torque generated by the pressure T about point B, where For coefficients, The torque generated by F about hinge point B and the torque generated by pressure T about point B should be equal; based on this, the expression for pressure T is obtained:

[0085]

[0086] It can be seen that under collision conditions, the force T on the sensor is related to... Proportional to, with Inversely proportional, the smaller β is, The larger the value, the larger the value of T, which means the higher the detection sensitivity.

[0087] When the train derails during operation, and the device is subjected to a vertically upward force F, the inclined straight rod assembly 3 experiences a compressive force T. According to the principle of torque balance:

[0088]

[0089] In the formula, Let F be the torque generated by the impact force about the hinge point B. This torque causes the rigid triangular structure to rotate counterclockwise around point B. At this time, the inclined straight rod assembly 3 is subjected to an axial tensile force T. Its lever arm about point B is the same as that in the collision condition, and the formula is consistent, so it will not be elaborated further. Therefore, the expression for the tensile force T under the derailment condition is:

[0090]

[0091] From the above formula, it can be seen that under derailment conditions, the force T on the sensor is the same as... Proportional to, with Inversely proportional. The larger, The larger the value, the larger the T value, and the higher the detection sensitivity. The smaller, The smaller the value of T, the larger the value of T, and the higher the detection sensitivity.

[0092] It can be seen from the above two working conditions that, for : Collision conditions The impact is relatively small, and the determination mainly depends on the derailment conditions. It should not be too large, to ensure sufficient tension signal in the event of derailment; but Too small a size would affect structural stability and spatial arrangement. A comprehensive determination is needed. ;for Collision conditions are expected Minimize the derailment condition as much as possible. Take the largest possible size, and then compromise between the two. This range enables The value ranges from approximately 0.966 to 0.985. The value ranges from approximately 0.174 to 0.259, which is within a reasonable range, and sufficient detection sensitivity can be obtained under both working conditions;

[0093] Within the above range, considering both obstacle and derailment conditions, the optimal values ​​for α are 50° and β are 12°. For example... Figure 7 , Figure 8 As shown, when the crossbeam 52 encounters an obstacle, the first straight rod 4 experiences a horizontal thrust. This force is transmitted through the hinge point between the first straight rod 4 and the inclined straight rod assembly 3. Since α is an acute angle, the horizontal force is efficiently converted into a pressure along the axial direction of the inclined straight rod assembly 3. When the train derails or the crossbeam 52 impacts the sleeper or track bed, the upward oblique reaction force on the crossbeam 52 is transmitted through the first straight rod 4. Since β is an acute angle, this force is converted into a tensile force along the axial direction of the inclined straight rod assembly 3. The acute angle design ensures that the inclined straight rod assembly 3 can generate a significant axial load change regardless of the direction of the external force, facilitating measurement by the load sensor 32.

[0094] Example 2

[0095] The difference between this embodiment and Embodiment 1 is that, as Figure 1 As shown, the inclined straight bar assembly 3 includes:

[0096] The first inclined rod 31 has one end hinged to the side wall of the L-shaped plate 2 and the other end fixedly connected to one side of the load sensor 32.

[0097] The second inclined rod 33 has one end hinged to the first straight rod 4 and the other end fixedly connected to one side of the load sensor 32.

[0098] In this embodiment, the inclined straight bar assembly 3 adopts a split design, consisting of three segments connected in series: a first inclined bar 31, a load sensor 32, and a second inclined bar 33. The load sensor 32 is fixed between the first inclined bar 31 and the second inclined bar 33 via a threaded connection. This modular design ensures that the load sensor 32 can accurately sense the axial force borne by the entire inclined straight bar assembly 3, and also facilitates independent installation and replacement of the sensor. During assembly on the production line, the load sensor 32 can be pre-assembled with the first inclined bar 31 and the second inclined bar 33 on a special tooling to form a standardized inclined straight bar assembly 3, and then installed as a whole into the device. This eliminates the need to adjust the sensor position for each device individually, significantly improving the efficiency and quality consistency of mass production.

[0099] Example 3

[0100] The difference between this embodiment and Embodiment 1 is that, as Figure 1 As shown, the crossbeam assembly 5 includes:

[0101] The second straight rod 51 is movably sleeved on the first straight rod 4, and a positioning structure is provided between the second straight rod 51 and the first straight rod 4.

[0102] The lower end of the second straight rod 51 is fixedly connected to the crossbeam 52.

[0103] The positioning structure includes:

[0104] The first positioning hole is provided; the first straight rod 4 has a plurality of first positioning holes along the axial direction.

[0105] The second positioning hole, the second straight rod 51 has a plurality of second positioning holes along the axial direction;

[0106] A positioning pin is provided, which can be inserted into the corresponding first positioning hole and second positioning hole to position the first straight rod 4 and the second straight rod 51.

[0107] In this embodiment, the crossbeam 52 can be a square tube or a round tube. A round tube is chosen in this embodiment because it can better transmit force in the event of a collision or derailment. The crossbeam 52 is arranged laterally. It should be noted that the train's direction of travel, i.e., along the track direction, is longitudinal. This crossbeam 52 is perpendicular to the track direction. The multiple first positioning holes evenly distributed along the length of the first straight rod 4 and the multiple second positioning holes evenly distributed along the length of the second straight rod 51 have the same hole spacing and diameter. During assembly, the operator inserts the first straight rod 4 into the second straight rod 51 to a suitable depth according to the actual installation height of the train bogie, aligning a set of first positioning holes with the second positioning holes. Then, a positioning pin is inserted and tightened to lock the crossbeam assembly 5 at the required height. The positioning pin can be a flexible cylindrical pin; alternatively, a combination of bolts and lock nuts can be used for fixing. This is existing technology. The multiple hole positions allow the height of the crossbeam 52 to be adjusted in stages over a wide range, and the adjustment process does not require special tools or complex measurements. Based on the above adjustment structure, the need to repeatedly test the deformation of the elastic element and repeatedly adjust the position of the limit switch is avoided, which reduces the professional skill requirements for the installers and avoids the deviation of the trigger threshold caused by human debugging errors.

[0108] Example 4

[0109] The difference between this embodiment and embodiments 1-3 is that, as Figure 1 As shown, the L-shaped plate 2 includes:

[0110] A horizontal plate 21, with a first hinge seat 8 provided on the lower surface of one end of the horizontal plate 21, and the upper end of the first straight rod 4 is hinged to the first hinge seat 8 by a first pin.

[0111] A vertical plate 22 is provided, and the end of the horizontal plate 21 away from the first straight rod 4 is connected to the vertical plate 22. A second hinge seat 9 is provided on the inner side of the vertical plate 22. One end of the first diagonal rod 31 is hinged to the second hinge seat 9 by a second pin. A connecting frame 1 is also provided on the outer side of the vertical plate 22, and the connecting frame 1 is connected to the train bogie.

[0112] In this embodiment, the L-shaped plate 2 is integrally formed or fixedly connected by a horizontal plate 21 and a vertical plate 22. The connecting frame 1 has multiple mounting holes and is fixed to the predetermined mounting position of the train bogie using bolts or similar methods, ensuring reliable load-bearing of the entire device. The first hinge seat 8 on the lower surface of the horizontal plate 21 provides the upper hinge point for the first straight rod 4, and the second hinge seat 9 on the inner side of the vertical plate 22 provides the hinge point for the first diagonal rod 31. The two hinge points are at different heights. Combined with the length design of the first straight rod 4, the diagonal rod assembly 3, and the second straight rod 51, the numerical range of the aforementioned included angles α and β can be precisely guaranteed. All hinge pairs are connected by pins made of wear-resistant stainless steel or alloy steel, and are used in conjunction with self-lubricating bushings to ensure that the hinged parts maintain low friction and high reliability of rotational flexibility even under long-term vibration conditions during train operation. The mentioned lubricating bushing is a commonly used technology in the field of hinges and will not be elaborated here. Furthermore, it should be emphasized that the horizontal plate 21 and the vertical plate 22 form a right-angled rigid frame, which is the foundation of the entire rigid triangular stable structure. The relative position between the two hinge points is fixed, and one side of the triangle (the line connecting the two hinge points on the L-shaped plate 2) is a rigid side, which is the fundamental guarantee for the stability of the triangle.

[0113] Example 5

[0114] The difference between this embodiment and embodiments 1-4 is that, as Figure 1 , Figure 3 , Figure 4 As shown, it also includes a first protective component 6 and a second protective component 7. The first protective component 6 is sleeved at the hinge joints of the first straight rod 4 and the first hinge seat 8, and the first inclined rod 31 and the second hinge seat 9. The second protective component 7 is sleeved at the hinge joint of the second inclined rod 33 and the first straight rod 4.

[0115] The first protection component 6 includes:

[0116] The first rubber airbag 64 has a first bending part 66 at both the upper and lower ends. The hinges of the first straight rod 4 and the first hinge seat 8, and the first inclined rod 31 and the second hinge seat 9 are all located inside the first airbag 64.

[0117] The first fixing plate 62 is provided at both the upper and lower ends of the first rubber airbag 64, and the first fixing plate 62 is located outside the first bent part 66. The first fixing plate 62 has a first through hole in the center, and the first fixing plate 62 is connected to the second hinge seat 9, the first inclined rod 31, the first hinge seat 8 and the first straight rod 4 through the first through hole.

[0118] The first pressure plate 63 is provided on the inner side of the first bending portion 66 at both ends of the first rubber airbag 64. The first fixing plate 62, the first bending portion 66 and the first fixing plate 62 are connected by the first fastening bolt 61.

[0119] The second protection component 7 includes:

[0120] Two second fixing plates 72, each having a second through hole, are connected to the first straight rod 4 through the second through hole;

[0121] The third fixing plate 76 has a third through hole, and the second fixing plate 72 is connected to the second diagonal rod 33 through the third through hole;

[0122] The second rubber airbag 74 is provided between the two third fixing plates 72;

[0123] The third rubber airbag 78 is provided on the third fixing plate 76. The other end of the third rubber airbag 78 is located inside the two second fixing plates 72 respectively and is connected to the second rubber airbag 74. The hinge of the second inclined rod 33 and the first straight rod 4 is located inside the second airbag and the third airbag. The second airbag is provided with a second bending part 10 at both ends, and the third airbag is provided with a third bending part 11 at both ends.

[0124] The second pressure plate 73 is provided on the inner side of the second fixing plate 72, and the second fixing plate 72, the second bending part and the second pressure plate 73 are connected in sequence by the second fastening bolt 71.

[0125] The third pressure plate 77 is provided on the inner side of the third fixing plate 76, and the third fixing plate 76, the third bending part and the third pressure plate 77 are connected in sequence by the third fastening bolt 75.

[0126] In this embodiment, the train's operating environment is complex and variable. External media such as rain, snow, sand, and dust can easily penetrate the articulated joint, causing corrosion, jamming, or abrasive wear, which in turn affects the rotational flexibility of the articulated joint and even the detection accuracy of the load sensor 32. The first protection component 6 and the second protection component 7 physically isolate the articulated joint from the harsh external environment, effectively preventing the intrusion of moisture and dust, ensuring that the articulated joint maintains good rotational performance during long-term operation, and guaranteeing the accuracy and stability of the load sensor 32 for long-term use.

[0127] The first protective component 6 is fitted at the hinge joint between the first hinge seat 8 and the first straight rod 4, and at the hinge joint between the second hinge seat 9 and the first inclined rod 31. A through hole on the first fixing plate 62 allows passage through the first hinge seat 8, the first straight rod 4, the second hinge seat 9, or the first inclined rod 31. The first rubber airbag 64 is an annular elastic body with outwardly folded first bent portions 66 on its upper and lower end faces. The first fixing plate 62 is fitted to the outside of the first bent portion 66, and the first pressure plate 63 is fitted to the inside of the first bent portion 66. A first fastening bolt 61 passes through the first through hole in the center of the first fixing plate 62 and the corresponding holes on the first bent portion 66 and the first pressure plate 63, pressing and fixing the three components together to form a sealed cover for the end of the hinge pin. The rubber airbag has a certain elasticity and toughness, and after inflation, it can tightly fit the outer wall of the hinge pair, forming a reliable airtight barrier. The design of the first bend 66 increases the contact area of ​​the sealing interface, thus maintaining a good sealing effect even under train vibration conditions.

[0128] The structure of the second protective component 7 is roughly the same as that of the first protective component 6. The difference lies in that, since the second diagonal rod 33 and the first straight rod 4 are hinged, the second protective component 7 is connected to both the first straight rod 4 and the second diagonal rod 33. Furthermore, this hinge point is located at the movable end of the triangular stable structure, resulting in a relatively large range of motion. Therefore, a more flexible protective structure is required. Two second fixing plates 72 are respectively fixed to the first straight rod 4 on both sides of the hinge point. The second rubber airbag 74 is sandwiched between the two second fixing plates 72 and encloses the end of the hinge pin. The third fixing plate 76 is fixed to the second diagonal rod 33. One end of the third rubber airbag 78 is connected to the third fixing plate 76, and the other end extends into the area between the two second fixing plates 72 and communicates with the second rubber airbag 74. When the hinge point rotates relative to each other, the second rubber airbag 74 and the third rubber airbag 78 can deform in coordination, always maintaining a sealed enclosure of the hinge joint. Each rubber airbag is clamped and sealed by a corresponding fixing plate and pressure plate, and sufficient clamping force is provided by fastening bolts to ensure that the airbag will not leak under internal inflation pressure;

[0129] It should also be noted that after the corresponding rods pass through the first through hole, the second through hole, and the third through hole, the corresponding fixing plates are welded and fixed to the corresponding rods by welding.

[0130] Example 6

[0131] The difference between this embodiment and embodiment 5 is that, as Figure 1 , Figure 3 As shown, the first rubber airbag 64 is provided with an air valve 65, and the second rubber airbag 74 and / or the third rubber airbag 78 are also provided with the air valve 65.

[0132] In this embodiment, the valve 65 is a one-way inflation valve structure, employing a principle similar to that of a tire valve 65. It allows external inflation equipment to inflate dry, inert gases such as nitrogen into the rubber airbag while preventing reverse gas escape. Each independent rubber airbag is equipped with at least one valve 65, facilitating separate inflation and pressure checks. Since the second rubber airbag 74 and the third rubber airbag 78 are structurally connected, only one airbag needs a valve 65 to maintain the inflation of the entire connected cavity.

[0133] In addition, in this embodiment, dry inert gases such as nitrogen can be introduced through the valve 65. These gases are chemically stable and are beneficial for long-term protection of the hinge joint.

[0134] Example 7

[0135] A method for detecting obstacles and derailments on rail trains includes the following steps:

[0136] S1: The load sensor 32 monitors the magnitude and direction of the axial force on the inclined straight bar assembly 3 and outputs a numerical signal to the train control system;

[0137] S2: Through the train control system, identify the load type, which is either pressure or tension, and compare the magnitude of the axial force corresponding to the load type with the preset pressure or tension value to make a collision judgment or derailment judgment.

[0138] S3: When the load type is pressure and the axial force detected by the load sensor 32 is greater than the preset pressure value, the train control system issues an emergency braking command and a collision alarm; when the load type is tension and the axial force detected by the load sensor 32 is greater than the preset tension value, the train control system issues an emergency braking command and a derailment alarm; if the detected axial force is less than the preset pressure value or the preset tension value, the train control system records the magnitude and direction of the axial force.

[0139] After adopting this technical solution, it should be noted that the load sensor 32 is existing technology. Its output signal contains both the magnitude and direction information of the axial force. The positive and negative signs represent tension or pressure. The preset pressure value and preset tension value are two independent thresholds, corresponding to collision conditions and derailment conditions, respectively. They can be independently calibrated according to the needs of different vehicle models and operating lines without interference. When the force value exceeds the corresponding threshold, the train control system issues an emergency braking command and alarm signal. When the force value does not exceed the threshold, the train control system writes the axial force magnitude and direction data into its internal data storage module, which can be used for long-term trend analysis, threshold optimization and adjustment, and accident tracing.

[0140] The obstacle detection principle of this application is as follows: When the crossbeam 52 of the train collides with a track obstacle during operation, the crossbeam 52 is subjected to a horizontal impact force. This force is transmitted to the first straight rod 4 via the second straight rod 51, causing the rigid triangular stable structure formed by the L-shaped plate 2, the first straight rod 4, and the inclined straight rod assembly 3 to rotate around the hinge point on the L-shaped plate 2. This, in turn, causes the inclined straight rod assembly 3 to bear axial pressure, and the load sensor 32 monitors this pressure value in real time. When the pressure value exceeds the system's preset collision threshold, the load sensor 32 immediately sends a pressure signal to the train control system. The system triggers emergency braking and issues an obstacle collision alarm. At the same time, the severity of the obstacle's impact on the vehicle can be determined based on the force value.

[0141] The derailment detection principle is as follows: When a train derails, the bogie, along with the detection device, falls together. The crossbeam 52 impacts the track or ballast bed and experiences an upward-sloping impact reaction force. This force is transmitted through the second straight rod 51 to the first straight rod 4, causing the rigid triangular stabilizing structure to rotate in the opposite direction. This, in turn, causes the inclined straight rod assembly 3 to bear axial tension. The load sensor 32 monitors this tension value in real time. When the tension value exceeds the system's preset derailment threshold, the load sensor 32 sends a tension signal to the train control system. The system triggers emergency braking and issues a train derailment alarm. Thus, the fault type can be determined based on the direction of force using only a single load sensor 32: pressure represents a collision, and tension represents derailment.

[0142] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A track train obstacle and derailment detection device, characterized in that, include: A crossbeam assembly (5), wherein a detection device is provided at each end of the crossbeam assembly (5), and the detection device includes: L-shaped plate (2), the outer side of which is connected to the train bogie; The first straight rod (4) is hinged on the lower surface of the upper end of the L-shaped plate (2), and the lower end of the first straight rod (4) is connected to the crossbeam assembly (5). The load sensor (32) is hinged at both ends to the inner side of the L-shaped plate (2) and the first straight rod (3) respectively through the inclined straight rod assembly (3). The L-shaped plate (2), the first straight rod (3) and the inclined straight rod assembly (3) form a stable structure.

2. The rail train obstacle and derailment detection device according to claim 1, characterized in that, An angle α is formed between the first straight rod (4) and the inclined straight rod assembly (3), and an angle β is formed between the straight rod and the vertical line perpendicular to the L-shaped plate (2). The angle α ranges from 40° to 60°, and the angle β ranges from 10° to 15°.

3. The rail train obstacle and derailment detection device according to claim 1, characterized in that, The oblique straight bar assembly (3) includes: The first inclined rod (31) has one end hinged to the side wall of the L-shaped plate (2) and the other end fixedly connected to one side of the load sensor (32); The second inclined rod (33) has one end hinged to the first straight rod (4) and the other end fixedly connected to the other side of the load sensor (32).

4. A rail train obstacle and derailment detection device according to any one of claims 1-3, characterized in that, The beam assembly (5) includes: The second straight rod (51) is movably sleeved on the first straight rod (4), and a positioning structure is provided between the second straight rod (51) and the first straight rod (4); The lower end of the second straight rod (51) is fixedly connected to the crossbeam (52).

5. The rail train obstacle and derailment detection device according to claim 3, characterized in that, The L-shaped plate (2) includes: A horizontal plate (21) has a first hinge seat on the lower surface of one end of the horizontal plate (21), and the upper end of the first straight rod (4) is hinged to the first hinge seat by a first pin. A vertical plate (22) is provided. The horizontal plate (21) is connected to the vertical plate (22) at one end away from the first straight rod (4). A second hinge seat (9) is provided on the inner side of the vertical plate (22). One end of the first diagonal rod (31) is hinged to the second hinge seat (9) by a second pin. A connecting frame (1) is also provided on the outer side of the vertical plate (22). The connecting frame (1) is connected to the train bogie.

6. The rail train obstacle and derailment detection device according to claim 5, characterized in that, It also includes a first protective component (6) and a second protective component (7). The first protective component (6) is provided at the hinge joint between the first straight rod (4) and the first hinge seat (8), and the first inclined rod (31) and the second hinge seat (9). The second protective component (7) is provided at the hinge joint between the second inclined rod (33) and the first straight rod (4).

7. The rail train obstacle and derailment detection device according to claim 6, characterized in that, The first protection component (6) includes: The first rubber airbag (64) has a first bending part (66) at both the upper and lower ends. The hinges of the first straight rod (4) and the first hinge seat (8), and the first inclined rod (31) and the second hinge seat (9) are all located inside the first airbag (64). The first fixing plate (62) is provided at both the upper and lower ends of the first rubber airbag (64), and the first fixing plate (62) is located on the outside of the first bent part (66). The first fixing plate (62) has a first through hole in the center, and the first fixing plate (62) is connected to the second hinge seat (9), the first inclined rod (31), the first hinge seat (8) and the first straight rod (4) through the first through hole. The first pressure plate (63) is provided on the inner side of the first bend (66) at both ends of the first rubber airbag (64). The first fixing plate (62), the first bend (66) and the first fixing plate (62) are connected by the first fastening bolt (61).

8. The rail train obstacle and derailment detection device according to claim 7, characterized in that, The second protection component (7) includes: Two second fixing plates (72) are provided, each with a second through hole, and the two second fixing plates (72) are connected to the first straight rod (4) through the second through hole; The third fixing plate (76) has a third through hole and is connected to the second diagonal rod (33) through the third through hole. The second rubber airbag (74) is provided between the two second fixing plates (72); The third rubber airbag (78) is provided on the third fixing plate (76). The other end of the third rubber airbag (78) is located inside the two second fixing plates (72) and communicates with the second rubber airbag (74). The hinge of the second inclined rod (33) and the first straight rod (4) is located inside the second airbag (74) and the third airbag (78). The second airbag (74) has a second bend (10) at both ends, and the third airbag (78) has a third bend (11) at both ends. The second pressure plate (73) is provided on the inner side of the second fixing plate (72), and the second fixing plate (72), the second bending part (10) and the second pressure plate (73) are connected in sequence by the second fastening bolt (71). The third pressure plate (77) is provided on the inner side of the third fixing plate (76), and the third fixing plate (76), the third bending part (11) and the third pressure plate (77) are connected in sequence by the third fastening bolt (75).

9. A rail train obstacle and derailment detection device according to claim 8, characterized in that, The first rubber airbag (64) is provided with a valve (65), and the second rubber airbag (74) and / or the third rubber airbag (78) are also provided with the valve (65).

10. A method for detecting obstacles and derailments on rail trains, implemented using a rail train obstacle and derailment detection device as described in any one of claims 1-9, characterized in that, Includes the following steps: S1: The load sensor (32) monitors the magnitude and direction of the axial force on the inclined straight bar assembly (3) and outputs a numerical signal to the train control system; S2: Through the train control system, identify the load type, which is either pressure or tension, and compare the magnitude of the axial force corresponding to the load type with the preset pressure or tension value to make a collision judgment or derailment judgment. S3: When the load type is pressure and the axial force detected by the load sensor (32) is greater than the preset pressure value, the train control system issues an emergency braking command and a collision alarm; when the load type is tension and the axial force detected by the load sensor (32) is greater than the preset tension value, the train control system issues an emergency braking command and a derailment alarm; if the detected axial force is less than the preset pressure value or the preset tension value, the train control system records the magnitude and direction of the axial force.

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