Railway turnout positive and negative position detection device

Abstract

The utility model provides a railway turnout positive and negative position detection device, which relates to the technical field of railway early warning, and comprises a shell, and a distance measuring radar and a signal detection board which are arranged in the shell, the shell is detachably arranged on a stock rail at a position 100-150mm away from a turnout tip or a turnout tail, the distance measuring radar is electrically connected with the signal detection board, and the signal detection board is electrically connected with the shell. The distance measuring radar detects the distance between the turnout tip or the turnout tail of the turnout and the stock rail and feeds back the distance to the signal detection board, and the forward and reverse positions of the turnout are accurately judged so as to determine the advancing direction of a train. The distance measuring radar is used for detecting the position of the turnout in real time, the advancing direction of a train can be accurately judged by combining with processing of the signal detection board, whether the train enters a crossing or not is pre-judged in advance, and the problems of false early warning of the crossing and insufficient early warning time are avoided. The method is especially suitable for the scene that the railway lines have branches or stations in the crossing early warning distance area of the railway crossing train approaching early warning equipment.

Description

Technical Field

[0001] The utility model relates to the technical field of railway early warning, in particular to a railway turnout forward and reverse position detection device. Background Art

[0002] Railways and roads intersect in parallel to form railway crossings. At railway crossings, pedestrians, vehicles and trains converge. If the road direction does not give way in time, a serious traffic accident will occur in which the train collides with pedestrians and vehicles on the road, causing casualties and property losses, and even causing railway transportation to be interrupted. Therefore, crossing safety is of vital importance. To ensure crossing safety, train approach warning equipment is installed at the crossing, and electromagnetic sensors for train approach detection are installed on the rails at a certain distance from the crossing. When the train reaches the electromagnetic sensor position, the train approach warning equipment sends an audible and visual alarm signal to the crossing, prompting the crossing supervisor to close the road and warn pedestrians on the road to avoid the train.

[0003] Electromagnetic sensors collect train signals by magnetically sensing train wheels. This collection method can determine the train and even the direction of the train, but there is a problem that the change in the direction of the train after passing the warning point cannot be predicted. For example, the warning distance is set to 1,500 meters according to indicators such as train speed and crossing width. There is a railway fork or station on the railway line within 1,500 meters of the crossing. After the train passes the warning point, it drives to another railway line that does not pass through the crossing or stops at the station. The crossing receives an alarm and closes the road, but no train passes, resulting in a "false report" and unnecessary congestion in the direction of the road, causing bad social impact.

[0004] Furthermore, for the scenario where there are railway bifurcations and station crossings within the warning interval, the solution in the prior art is to set up two warning points, the far end and the near end, and install two sets of electromagnetic sensors. The far-end warning point is set at the warning point (such as 1,500 meters away from the crossing) for pre-alarm, and the near-end warning point is set after the fork for formal alarm. However, the following technical problems still exist: 1. When the train changes its direction of travel or stops at the station after passing the far-end warning point, the train does not pass through the crossing after the alarm, which may mistakenly close the road and form a "false alarm"; 2. If the crossing is closed only after the alarm at the near-end warning point, the warning time for the train passing straight may be insufficient, which is easy to cause accident risks.

[0005] In view of this, the present utility model is proposed. Utility Model Content

[0006] The purpose of the utility model is to provide a railway turnout forward and reverse position detection device to solve the existing technical defects in the scenario where there is a railway bifurcation or station in the warning section, by setting two warning points at the far end and the near end and two sets of electromagnetic sensors to realize the early warning of the approaching train. When the train changes the direction of travel or stops at the station after passing the far end warning point, the crossing mistakenly receives the warning signal and closes the road, causing unnecessary congestion. At the same time, if the crossing is closed only after the alarm is triggered at the near end warning point, the warning time obtained by the train that should have gone straight may be seriously insufficient, which is easy to cause the technical problem of accident risk. The many technical effects that can be produced by the preferred technical solution among the many technical solutions provided by the utility model are detailed as follows.

[0007] In order to achieve the above purpose, the utility model provides the following technical solutions:

[0008] The utility model provides a railway turnout forward and reverse position detection device, comprising a shell, a ranging radar and a signal detection board arranged in the shell, the shell being detachably mounted at a position where the basic rail is 100mm-150mm away from the turnout tip or turnout tail, the ranging radar being electrically connected to the signal detection board, the ranging radar detecting the distance between the turnout tip or turnout tail and the basic rail, and feeding back to the signal detection board, accurately judging the forward and reverse position of the turnout, so as to determine the traveling direction of the train.

[0009] Preferably, the housing is detachably mounted on the stock rail at a position 100 mm away from the turnout tip or tail of the turnout.

[0010] Preferably, the housing is detachably connected to the stock rail via an insulating clamp.

[0011] Preferably, the bottom of the shell extends outward to form a connecting ear plate, and a connecting hole is provided on the connecting ear plate. The insulating clamp includes a mounting seat, a clamping seat, a first clamping arm, a second clamping arm, a screw shaft and a nut. A mounting hole matching the connecting hole is provided on the mounting seat, and the clamping seat is located below the mounting seat. The first clamping arm is connected to the clamping seat, and the screw shaft passes through the clamping seat, the first clamping arm and the second clamping arm in sequence and is connected to the nut, so that a clamping space for clamping the basic rail is formed between the first clamping arm and the second clamping arm.

[0012] Preferably, the clamping side of the first clamping arm and the clamping side of the second clamping arm are respectively provided with limiting grooves, and the limiting grooves are adapted to the rail bottom of the base rail.

[0013] Preferably, the number of the ranging radars is two groups, and they are arranged back to back, and the housing is provided with an opening for the probes of the ranging radars to pass through.

[0014] Preferably, it also includes an electromagnetic induction sensor, which is arranged in the shell and located above the ranging radar, and the electromagnetic induction sensor is electrically connected to the signal detection board.

[0015] Preferably, the shell is an insulating and waterproof shell made of polymer material.

[0016] The preferred technical solution of the utility model can also produce at least the following technical effects:

[0017] The utility model effectively avoids the existing technical defects that the warning of train approach is realized by setting two warning points at the far end and the near end and two sets of electromagnetic sensors in the scenario of railway bifurcation or station in the warning section. When the train changes the direction of travel or stops at the station after passing the far end warning point, the crossing mistakenly receives the warning signal and closes the road, causing unnecessary congestion. At the same time, if the crossing is closed only after the alarm is triggered at the near end warning point, the warning time obtained for the train that should have passed straight may be seriously insufficient, which is easy to cause the technical problem of accident risk. The utility model provides a positive and negative position detection device for railway turnouts, including a shell and a ranging radar and a signal detection board arranged in the shell. The shell is detachably installed at a position 100mm-150mm away from the turnout tip or turnout tail of the basic rail, the ranging radar is electrically connected to the signal detection board, the ranging radar detects the distance between the turnout tip or turnout tail and the basic rail, and feeds back to the signal detection board, accurately judges the positive and negative positions of the turnout, so as to determine the direction of travel of the train. The utility model uses a range-finding radar to detect the position of the turnout in real time, and combined with the processing of the signal detection board, it can accurately determine the direction of the train's travel, so as to predict in advance whether the train will enter the crossing, avoiding the problems of false warnings at the crossing and insufficient warning time. It is especially suitable for the scenario where there are forks or stations in the crossing warning distance area of ​​the railway crossing train approach warning device. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0019] Figure 1 It is a structural schematic diagram of a railway turnout forward and reverse position detection device provided by the utility model;

[0020] Figure 2The utility model discloses a structural schematic diagram of a distance measuring radar, an electromagnetic induction sensor and a signal detection board of a railway turnout forward and reverse position detection device.

[0021] In the figure:

[0022] 1. Shell; 11. Connecting ear plate; 12. Opening; 2. Distance measuring radar; 3. Signal detection board; 4. Electromagnetic induction sensor; 5. Insulating clamp; 51. Mounting seat; 52. Clamping seat; 53. First clamping arm; 54. Second clamping arm; 55. Screw shaft; 56. Nut; 57. Limiting groove; 6. Bolt; 7. Basic rail. DETAILED DESCRIPTION

[0023] In order to make the purpose, technical solution and advantages of the utility model clearer, the technical solution of the utility model will be described in detail below. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments of the utility model, all other implementation methods obtained by ordinary technicians in this field without creative work belong to the scope of protection of the utility model.

[0024] like Figure 1-Figure 2 As shown, the utility model provides a railway turnout forward and reverse position detection device, including a housing 1 and a ranging radar 2 and a signal detection board 3 arranged in the housing 1, the housing 1 is detachably installed at a position 100mm-150mm away from the turnout tip or turnout tail of the basic rail 7, the ranging radar 2 is electrically connected to the signal detection board 3, and the signal detection board 3 is electrically connected to the crossing warning system. The ranging radar 2 detects the distance between the turnout tip or turnout tail and the basic rail 7, and feeds back to the signal detection board 3, accurately judging the forward and reverse position of the turnout to determine the direction of travel of the train.

[0025] The ranging radar 2 measures the distance between the turnout tip or turnout tail and the base rail 7, and feeds the measured distance data back to the signal detection board 3. The signal detection board 3 presets a threshold for judging the positive and negative positions of the turnout. When the distance value measured by the ranging radar 2 reaches or exceeds the preset threshold, the signal detection board 3 can judge the current position of the turnout, that is, whether the turnout is in the positive or negative position. Based on the positive and negative position information of the turnout, the signal detection board 3 can further judge the direction of travel of the train to predict in advance whether the train will enter the crossing, and send a corresponding signal to the crossing warning system. It is particularly suitable for scenarios where there are forks or stations in the railway line within the crossing warning distance area of ​​the railway crossing train approach warning device.

[0026] When the switch is in the positive position, that is, the train can move forward through the switch, the signal detection board 3 will output a "pass" signal and feedback to the crossing warning system. The crossing warning system will start the corresponding safety measures in advance to warn the train that it is about to pass through the crossing to avoid the problem of insufficient warning time. When the switch is in the reverse position, that is, the train cannot move forward through the switch and may need to drive to another railway or stop at a station, the signal detection board 3 will output a "break" signal and feedback to the crossing warning system. The crossing warning system confirms that this alarm is invalid. Under the condition of ensuring the setting of the warning point of normal warning time, it is avoided that when the train changes the direction of travel or stops at a station after passing the remote warning point, the crossing mistakenly receives the warning signal and closes the road.

[0027] The housing 1 is installed at a position 100mm-150mm away from the turnout tip or turnout tail of the turnout, so that the distance measuring radar 2 can accurately detect the distance change between the turnout and the stock rail 7.

[0028] As an optional embodiment, the housing 1 is detachably mounted on the stock rail 7 at a position 100 mm away from the turnout tip or the turnout tail.

[0029] This arrangement ensures that the distance measuring radar 2 can accurately detect the distance change between the turnout tip or turnout tail and the stock rail 7 .

[0030] As an optional embodiment, the housing 1 is detachably connected to the stock rail 7 via an insulating clamp 5 .

[0031] The function of the insulating clamp 5 is to allow the housing 1 to be detachably connected to the base rail 7 , which is convenient for assembly and disassembly without the need to modify the base rail 7 . At the same time, electrical isolation between the housing 1 and the base rail 7 is ensured.

[0032] As an optional embodiment, the bottom of the shell 1 extends outward to form a connecting ear plate 11, and a connecting hole is provided on the connecting ear plate 11. The insulating clamp 5 includes a mounting seat 51, a clamping seat 52, a first clamping arm 53, a second clamping arm 54, a screw shaft 55 and a nut 56. The mounting seat 51 is provided with a mounting hole that is compatible with the connecting hole. The clamping seat 52 is located below the mounting seat 51, and the first clamping arm 53 is connected to the clamping seat 52. The screw shaft 55 passes through the clamping seat 52, the first clamping arm 53 and the second clamping arm 54 in sequence and is connected to the nut 56, so that a clamping space for clamping the basic rail 7 is formed between the first clamping arm 53 and the second clamping arm 54.

[0033] The bolts 6 pass through the connecting holes and the mounting holes to fix the housing 1 on the insulating fixture 5 .

[0034] The second clamping arm 54 is detachably connected to the screw shaft 55 , so that the second clamping arm 54 can be disassembled or assembled as needed, thereby improving the flexibility of use.

[0035] By rotating the nut 56 , the distance between the first clamping arm 53 and the second clamping arm 54 can be adjusted, so as to adapt to the basic rails 7 of different sizes and have a wide range of applications.

[0036] As an optional implementation, the clamping side of the first clamping arm 53 and the clamping side of the second clamping arm 54 are respectively provided with a limiting groove 57 , and the limiting groove 57 is adapted to the rail bottom of the base rail 7 .

[0037] The limiting groove 57 can improve the stability and reliability of clamping, so that the stock rail 7 is firmly clamped between the first clamping arm 53 and the second clamping arm 54, preventing the housing 1 from moving or shaking when a train passes by.

[0038] As an optional implementation, there are two groups of ranging radars 2, which are arranged opposite to each other. The housing 1 is provided with an opening 12 for the probe of the ranging radar 2 to pass through.

[0039] As an optional implementation, an electromagnetic induction sensor 4 is further included. The electromagnetic induction sensor 4 is arranged in the housing 1 and located above the ranging radar 2 . The electromagnetic induction sensor 4 is electrically connected to the signal detection board 3 .

[0040] The electromagnetic induction sensor 4 senses the passing of the train wheels by detecting the change of the magnetic field, and provides the real-time signal of the passing of the train wheels to the signal detection board 3. The electromagnetic induction sensor 4 adopts the existing technology, which will not be described in detail here.

[0041] The signal detection board 3 receives the measurement data of the ranging radar 2 and the signal of the electromagnetic induction sensor 4, analyzes and processes them, and outputs the positive and negative position signals of the turnout and the safety status of the crossing to the crossing warning system.

[0042] Through the coordinated action of the ranging radar 2, the electromagnetic induction sensor 4 and the signal detection board 3, the ranging radar 2 detects the distance between the turnout tip or turnout tail and the basic rail 7, and feeds back the measured distance data to the signal detection board 3 in real time. The signal detection board 3 presets the threshold for judging the positive and negative positions of the turnout. When the distance value measured by the ranging radar 2 reaches or exceeds the preset threshold, the signal detection board 3 can judge whether the turnout is currently in the positive or negative position. Based on the positive and negative position information of the turnout, the direction of travel of the train is further judged, and a corresponding signal is sent to the crossing warning system to indicate the direction of travel of the train and the position status of the turnout. At the same time, when the electromagnetic induction sensor 4 detects that the wheels of the train have passed, the generated signal is transmitted to the signal detection board 3. The signal detection board 3 combines the signal of the electromagnetic induction sensor 4 and the turnout position information provided by the ranging radar 2 to comprehensively judge whether the train is approaching or passing through the crossing, as well as the safety status of the crossing. After receiving the signal sent by the signal detection board 3, the crossing warning system performs corresponding control operations.

[0043] That is, when the switch is in the positive position, the crossing warning system starts the corresponding safety measures in advance to warn the train that it is about to pass through the crossing. When the switch is in the reverse position, even if the train is approaching or passing through the crossing, the crossing warning system will judge that the alarm is invalid according to the "off" signal of the signal detection board 3, so as to avoid the situation where the crossing mistakenly receives the warning signal and closes the road when the train changes its direction of travel or stops at the station after passing the remote warning point.

[0044] Among them, the specific circuit connection relationship between the ranging radar 2, the electromagnetic induction sensor 4, the signal detection board 3 and the crossing warning system is the existing technology and will not be described here.

[0045] As an optional implementation, the housing 1 is an insulating and waterproof housing 1 made of polymer material.

[0046] The housing 1 can effectively isolate the electrical contact between the ranging radar 2, the signal detection board 3 and the electromagnetic induction sensor 4 and the external environment without affecting normal signal transmission. At the same time, the housing 1 has good waterproof performance, which can effectively prevent moisture from penetrating into the ranging radar 2, the signal detection board 3 and the electromagnetic induction sensor 4 inside, thereby improving the stability of use and service life.

[0047] It can be understood that the same or similar parts of the above embodiments can be referenced to each other, and the contents not described in detail in some embodiments can refer to the same or similar contents in other embodiments.

[0048] In the description of the present utility model, it should be noted that, unless otherwise specified, "multiple" means two or more; the orientations or positional relationships indicated by the terms "upper", "lower", "left", "right", "inner", "outer", "front end", "rear end", "head", "tail", etc. are based on the orientations or positional relationships shown in the drawings, and are only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present utility model. In addition, the terms "first", "second", "third", etc. are only used for descriptive purposes and cannot be understood as indicating or implying relative importance.

[0049] In the description of the present invention, it is also necessary to explain that, unless otherwise clearly specified and limited, the terms "installation", "connection", and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to the specific circumstances.

[0050] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example" or "an example" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner.

[0051] The above is only a specific implementation of the utility model, but the protection scope of the utility model is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed by the utility model, which should be included in the protection scope of the utility model. Therefore, the protection scope of the utility model should be based on the protection scope of the claims.

Claims

1. A railway turnout forward and reverse position detection device, characterized in that: The invention comprises a shell, a ranging radar and a signal detection board arranged in the shell, wherein the shell is detachably mounted on the basic rail at a position 100mm-150mm away from the turnout tip or turnout tail, the ranging radar is electrically connected to the signal detection board, and the signal detection board is electrically connected to a crossing warning system; the ranging radar detects the distance between the turnout tip or turnout tail and the basic rail, and feeds back to the signal detection board, so as to accurately judge the positive and negative positions of the turnout, so as to determine the traveling direction of the train.

2. A railway turnout forward and reverse position detection device according to claim 1, characterized in that: The shell is detachably mounted on the stock rail at a position 100 mm away from the turnout tip or turnout tail of the turnout.

3. A railway turnout forward and reverse position detection device according to claim 1, characterized in that: The shell is detachably connected to the base rail via an insulating clamp.

4. A railway turnout forward and reverse position detection device according to claim 3, characterized in that: The bottom of the shell extends outward to form a connecting ear plate, and a connecting hole is provided on the connecting ear plate. The insulating clamp includes a mounting seat, a clamping seat, a first clamping arm, a second clamping arm, a screw shaft and a nut. The mounting seat is provided with a mounting hole that is compatible with the connecting hole. The clamping seat is located below the mounting seat, the first clamping arm is connected to the clamping seat, and the screw shaft passes through the clamping seat, the first clamping arm and the second clamping arm in sequence and is connected to the nut, so that a clamping space for clamping the basic rail is formed between the first clamping arm and the second clamping arm.

5. A railway turnout forward and reverse position detection device according to claim 4, characterized in that: The clamping side of the first clamping arm and the clamping side of the second clamping arm are respectively provided with limiting grooves, and the limiting grooves are adapted to the rail bottom of the base rail.

6. A railway turnout forward and reverse position detection device according to claim 1, characterized in that: The number of the ranging radars is two groups, which are arranged back to back. The shell is provided with an opening for the probes of the ranging radars to pass through.

7. A railway turnout forward and reverse position detection device according to claim 1, characterized in that: It also includes an electromagnetic induction sensor, which is arranged in the shell and located above the ranging radar, and the electromagnetic induction sensor is electrically connected to the signal detection board.

8. A railway turnout forward and reverse position detection device according to claim 1, characterized in that: The shell is an insulating and waterproof shell made of polymer material.

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