Rail beacon, vehicle-mounted beacon monitoring device, positioning system and rail transit vehicle

Abstract

The utility model provides a rail beacon, a vehicle-mounted beacon monitoring device, a positioning system and a rail transit vehicle. Wherein an outer convex surface and / or an inner concave surface are / is formed on one side of the track beacon, and the outer convex surface and the inner concave surface are / is used for marking position information of a vehicle; a detection assembly of the vehicle-mounted beacon monitoring device makes contact with the outer convex face and the inner concave face so as to obtain vehicle position information. The vehicle position information is obtained in a physical contact mode, information loss or misreading caused by signal interference or other factors is avoided, and therefore the accuracy and reliability of the track beacon when the vehicle position information is provided are improved. The passenger riding experience is prevented from being influenced by frequent emergency braking of the rail transit vehicle, and the passenger safety is guaranteed.

Description

Technical Field

[0001] The present application relates to the field of rail transit positioning technology, and in particular to a rail beacon, a vehicle-mounted beacon monitoring device, a positioning system and a rail transit vehicle. Background Art

[0002] The rail transit industry usually locates rail transit vehicles based on the GPS-RTK mode (GPS: Global Positioning System; RTK: Real-time kinematic carrier phase differential technology). The electromagnetic signals between the GPS ground and air are easily affected by external interference, resulting in occasional drift in positioning. When the train control system detects inaccurate positioning or fails to receive GPS signals (when positioning information cannot be received for multiple consecutive times), the train control system will trigger an emergency stop command. Frequent emergency braking of trains affects the passenger experience and, in extreme cases, will cause passenger injuries. Failure to emergency brake will cause the train to collide with the trains in front and behind or derail in the switch area if the train positioning is lost. Utility Model Content

[0003] The present application provides a rail beacon, a vehicle-mounted beacon monitoring device, a positioning system and a rail transit vehicle that are conducive to improving the accuracy of vehicle position information.

[0004] In a first aspect, an embodiment of the present application provides a track beacon, wherein one side of the track beacon forms an outer convex surface and / or an inner concave surface, the outer convex surface and the inner concave surface are used to mark the location information of the vehicle, and the detection component of the on-board beacon monitoring device contacts the outer convex surface and the inner concave surface to obtain the vehicle location information.

[0005] According to the first aspect, in a possible implementation manner, the outer convex surface and the inner concave surface are both arc surfaces.

[0006] According to the first aspect, in a possible implementation method, when the total number of the outer convex surfaces and the inner concave surfaces is more than 2, the outer convex surfaces and / or the inner concave surfaces are arranged along a first direction, and the arrangement information of the outer convex surfaces and the inner concave surfaces marks the vehicle position information.

[0007] According to the first aspect, in a possible implementation manner, when the outer convex surface and the inner concave surface are arranged adjacent to each other, a connection between the outer convex surface and the inner concave surface has a smooth transition.

[0008] According to the first aspect, in a possible implementation, the track beacon includes a first beacon block and a second beacon block arranged along a first direction, one side of the first beacon block forms the outer convex surface, and one side of the second beacon block forms the inner concave surface.

[0009] According to the first aspect, in a possible implementation manner, both the first beacon block and the second beacon block are provided with mounting ears on both sides of a horizontal plane in a direction perpendicular to the first direction, and mounting holes are provided on the mounting ears.

[0010] In a second aspect, an embodiment of the present application further provides a vehicle-mounted beacon monitoring device, which includes a detection component, which is used to be connected to the bottom of a rail transit vehicle, and the detection component is used to contact the outer convex surface and / or inner concave surface of the rail beacon described in the first aspect to obtain vehicle position information.

[0011] According to the second aspect, in a possible implementation, the detection component includes a connecting member, a contact member and a detecting member, the connecting member is suitable for being movably connected to the bottom of a rail transit vehicle, the contact member is arranged at one end of the connecting member, and the contact member is used to contact the outer convex surface and / or inner concave surface of the track beacon; the detecting member is suitable for being connected to the bottom of a rail transit vehicle and is used to detect the height floating of the contact member to obtain vehicle position information.

[0012] According to the second aspect, in a possible implementation, the detection member includes a cylinder and an air pressure sensor, one end of the cylinder is suitable for being rotatably connected to the bottom of the rail transit vehicle, and the other end of the cylinder is rotatably connected to the connecting member; the contact member floats along the outer convex surface and / or inner concave surface height of the track beacon so that the connecting member pushes the compression chamber of the cylinder to compress, and the air pressure sensor is used to detect the air pressure of the compression chamber of the cylinder to obtain the vehicle position information.

[0013] According to the second aspect, in a possible implementation, the contact member includes a contact wheel, the contact wheel is rotatably connected to the connecting member, and the contact wheel is used to contact the outer convex surface and / or the inner concave surface of the track beacon.

[0014] According to the second aspect, in a possible implementation manner, a radius of the contact wheel is smaller than a curvature radius of the inner concave surface.

[0015] According to the second aspect, in a possible implementation, the vehicle-mounted beacon monitoring device further includes an elastic member, one end of which is used to be rotatably connected to the bottom of the rail transit vehicle, and the other end of the elastic member is connected to the connecting member.

[0016] According to the second aspect, in a possible implementation, the connecting member includes a first link, a second link and a third link connected in end to end sequence, the connection between the first link and the second link is rotatably connected to the bottom of the rail transit vehicle, the connection between the second link and the third link is provided with the detection assembly, and the connection between the first link and the third link is connected to the elastic member.

[0017] In a third aspect, an embodiment of the present application further provides a positioning system, which includes the track beacon described in the first aspect and the vehicle-mounted beacon monitoring device described in the second aspect, wherein the detection component of the vehicle-mounted beacon monitoring device is used to be connected to the bottom of a rail transit vehicle; the detection component of the vehicle-mounted beacon monitoring device contacts the outer convex surface and / or inner concave surface of the vehicle of the track beacon to obtain position information.

[0018] In a fourth aspect, an embodiment of the present application further provides a rail transit vehicle, the bottom of which is provided with the on-board beacon monitoring device described in the second aspect.

[0019] The track beacon, on-board beacon monitoring device, positioning system and rail transit vehicle provided by the present application, the track beacon marks the vehicle position information through the outer convex surface and the inner concave surface, and the detection component of the on-board beacon monitoring device can obtain the vehicle position information through physical contact with the outer convex surface and the inner concave surface, avoiding information loss or misreading due to signal interference or other factors, thereby improving the accuracy and reliability of the track beacon in providing vehicle position information. Avoid frequent emergency braking of rail transit vehicles affecting the passenger riding experience and ensure the safety of passengers. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the implementation methods of the present application or the technical solutions in the prior art, the drawings required for use in the implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some implementation methods of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0021] Figure 1 is a schematic diagram of the structure of a vehicle-mounted beacon monitoring device in one embodiment;

[0022] Figure 2 is a schematic structural diagram of a rail transit vehicle in one embodiment;

[0023] Figure 3 is a schematic diagram of the structure of the track beacon in the first example of this application;

[0024] Figure 4 It is a schematic diagram of the structure of the track beacon in the second example of this application.

[0025] Reference numerals:

[0026] 100-track beacon; 11-external convex surface; 12-inner concave surface; 13-first beacon block; 14-second beacon block; 15-mounting ear; 16-mounting hole; 2000-rail transit vehicle; 200-vehicle-mounted beacon monitoring device; 20-detection component; 21-connecting piece; 211-first connecting rod; 212-second connecting rod; 213-third connecting rod; 22-detection piece; 221-cylinder; 222-air pressure sensor; 224-pipeline; 23-contact piece; 30-elastic piece. DETAILED DESCRIPTION

[0027] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0028] It should be noted that when a component is said to be "fixed to" another component, it can be directly on the other component or there can be a central component. When a component is said to be "connected to" another component, it can be directly connected to the other component or there can be a central component at the same time.

[0029] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as those commonly understood by those skilled in the art to which this application belongs. The terms used in this application and in the specification are only for the purpose of describing specific embodiments and are not intended to limit this application. The term "and / or" used in this application includes any and all combinations of one or more of the related listed items.

[0030] In conjunction with the accompanying drawings, some embodiments of the present application are described in detail below. In the absence of conflict, the following embodiments and features in the embodiments can be combined with each other.

[0031] See also Figure 1 and Figure 2 The present application also provides a positioning system, which includes a track beacon 100 and a vehicle-mounted beacon monitoring device 200. The track beacon 100 can mark the vehicle location information, and the vehicle-mounted beacon monitoring device 200 is installed at the bottom of the rail transit vehicle 2000 or other appropriate locations. The track beacon 100 and the vehicle-mounted beacon monitoring device 200 work together to ensure that the rail transit vehicle 2000 can accurately and real-time obtain its location information.

[0032] This application provides a rail transit vehicle, please refer to Figure 2 A vehicle-mounted beacon monitoring device 200 is provided at the bottom of the rail transit vehicle 2000 , and the vehicle-mounted beacon monitoring device 200 is used to cooperate with the rail beacon 100 to determine the position of the rail transit vehicle 2000 .

[0033] See also Figure 1 , Figure 3 and Figure 4 , the track beacon 100 can be set on the ground safety net, on the ground, or fixed to the track. In some embodiments, a contact surface is formed on one side of the track beacon 100, and the contact surface can be an outer convex surface 11, an inner concave surface 12, or a composite contact surface composed of an outer convex surface 11 and an inner concave surface 12 arranged along the first direction X. The outer convex surface 11 and the inner concave surface 12 can mark the vehicle position information through different arrangements and combinations. During the travel of the rail transit vehicle 2000, the on-board beacon monitoring device 200 installed at the bottom of the rail transit vehicle 2000 can contact the outer convex surface 11 and the inner concave surface 12 to obtain the vehicle position information. In this embodiment, the track beacon 100 and the on-board beacon monitoring device 200 transmit the vehicle position information to the on-board beacon monitoring device 200 through physical contact, such as Figure 4 As shown, information loss or misreading due to signal interference or other factors is avoided, thereby improving the accuracy and reliability of the track beacon 100 in providing vehicle position information. Frequent emergency braking of the rail transit vehicle 2000 is avoided to affect the passenger riding experience, and the safety of passengers is ensured.

[0034] In this embodiment, the first direction X and the second direction Y are based on the extension direction of the track. The laying surface of the track is a horizontal plane, wherein the first direction X is the extension direction of the track on the horizontal plane, and the second direction Y is perpendicular to the extension direction of the track on the horizontal plane.

[0035] Specifically, the contact surface can be a single outer convex surface 11 or a single inner concave surface 12. It can be understood that during the travel of the rail transit vehicle 2000, it needs to pass through multiple track beacons 100. A composite contact surface can be formed by a total of more than two outer convex surfaces 11 and inner concave surfaces 12, and the vehicle position information is marked by the arrangement information of the outer convex surface 11 and the inner concave surface 12.

[0036] When the total number of the outer convex surface 11 and the inner concave surface 12 in the composite contact surface is more than 2, the outer convex surface 11 and the inner concave surface 12 mark the vehicle position information in a binary coding manner. Binary coding is a simple and effective digital representation method, which uses two numbers 0 and 1 to represent all information. In the design of the track beacon 100, the outer convex surface 11 can represent 1 in binary, and the inner concave surface 12 represents 0 in binary. Through different permutations and combinations, for example, the binary code corresponding to three consecutive outer convex surfaces 11 is 111, and the binary code corresponding to the arrangement of the outer convex surface 11-the inner concave surface 12-the outer convex surface 11 in sequence is 101. Therefore, the outer convex surface 11 and the inner concave surface 12 can form various binary codes, thereby marking different vehicle position information. The on-board beacon monitoring device 200 installed at the bottom of the rail transit vehicle 2000 can contact these outer convex surfaces 11 and the inner concave surface 12 during driving, and obtain the vehicle position information by detecting the changes in the contact surface. This physical contact method realizes direct transmission of information and avoids interference and misreading problems that may occur in wireless signal transmission.

[0037] The outer convex surface 11 may be a curved surface, and the curved surface design makes the height change of the outer convex surface 11 smooth and continuous, without sudden changes or sharp edges. This enables the vehicle-mounted beacon monitoring device 200 to achieve a smooth transition when in contact with the track beacon 100, avoiding contact instability or signal transmission interruption caused by sudden height changes. Similarly, the inner concave surface 12 may also be a curved surface.

[0038] The outer convex surface 11 and the inner concave surface 12 are both symmetrically arranged, and the vehicle-mounted beacon monitoring device 200 can obtain similar effects when contacting the symmetrical outer convex surface 11 and the inner concave surface 12 when approaching the track beacon 100, regardless of its direction. This means that the vehicle-mounted beacon monitoring device 200 can achieve stable and reliable contact with the track beacon 100, whether in a straight section, a curved section, or in the upward or downward direction. And due to the symmetry of the outer convex surface 11 and the inner concave surface 12, installers do not need to pay special attention to the direction of the track beacon 100 when installing and maintaining the track beacon 100. They only need to fix the track beacon 100 in a predetermined position without additional adjustment or calibration. This not only simplifies the installation process and reduces the possibility of installation errors, but also improves work efficiency.

[0039] When the outer convex surface 11 and the inner concave surface 12 are arranged adjacent to each other, the connection between the outer convex surface 11 and the inner concave surface 12 is smoothly transitioned. The possible mutations or sharp edges are eliminated, so that the on-board beacon monitoring device 200 can seamlessly transition from the outer convex surface 11 to the inner concave surface 12, or from the inner concave surface 12 to the outer convex surface 11. This design not only optimizes the contact effect between the track beacon 100 and the on-board beacon monitoring device 200, but also significantly reduces the impact and vibration during the contact process. The smooth transition can also maintain a stable contact area and contact pressure. This is crucial to improving the continuity and accuracy of signal transmission. The stable contact area and contact pressure can improve the accuracy of the on-board beacon monitoring device 200 reading the beacon information and transmit the data to the rail transit vehicle 2000 control system. This helps to improve the positioning accuracy and operating stability of the rail transit vehicle 2000, thereby improving the safety and comfort of riding.

[0040] In this embodiment, the smooth transition at the connection between the outer convex surface 11 and the inner concave surface 12 means that: the height of the two edges of the outer convex surface 11 along the first direction X is consistent with the height of the two edges of the inner concave surface 12 along the first direction X, and the tangent direction corresponding to the two edges of the outer convex surface 11 along the first direction X is consistent with the curvature tangent direction corresponding to the two edges of the inner concave surface 12 along the first direction X, so that when the outer convex surface 11 and the inner concave surface 12 are spliced ​​together, a smooth curved surface can be formed, which improves the smoothness of the surface of the track beacon 100, so that the vehicle-mounted beacon monitoring device 200 can smoothly transition from one surface to another during movement.

[0041] In other implementations, the outer convex surface 11 or the inner concave surface 12 may also be surrounded by inclined planes, which is not limited in the present application.

[0042] The track beacon 100 is provided with mounting ears 15 on both sides along the second direction Y, and the mounting ears 15 are provided with mounting holes 16, which facilitates the installation and fixation of the track beacon 100. The track beacon 100 can be conveniently installed on the ground safety net, the ground or fixed to the track, and connected with the fixing member through the mounting holes 16, thereby improving the stability and reliability of the track beacon 100.

[0043] In the first example of the above implementation, if Figure 1 As shown, the track beacon 100 can be an integrated structure, that is, the outer convex surface 11, the inner concave surface 12 or the composite contact surface are directly formed on the track beacon 100. The design of the integrated structure makes the various parts of the track beacon 100 tightly combined without additional connectors or interfaces, thereby reducing the risk of deformation or failure of the contact surface due to loose or broken parts, and improving the durability of the track beacon 100 and the accuracy of the vehicle position information marked by the track beacon 100.

[0044] In the second example of the above implementation, if Figure 2 As shown, the track beacon 100 can be a split structure. Specifically, the track beacon 100 can include a first beacon block 13 and a second beacon block 14 arranged along a first direction X. One side of the first beacon block 13 forms an outer convex surface 11, and one side of the second beacon block 14 forms an inner concave surface 12. The vehicle position information is marked by arranging and combining the first beacon block 13 and the second beacon block 14. The beacon block of the split structure is composed of a plurality of independent beacon blocks (such as the first beacon block 13 and the second beacon block 14). In practical applications, the first beacon block 13 and the second beacon block 14 can be used as standard beacon blocks for large-scale production and reserve, which helps to improve the interchangeability and versatility of the track beacon 100. Since the beacon blocks at different positions have the same appearance and structure, they can be replaced with each other without additional adjustment or calibration. It is only necessary to arrange and combine the standard beacon blocks according to the vehicle position information to be marked, which greatly improves flexibility. Furthermore, during the subsequent maintenance process, each beacon block can be installed individually, making the installation and maintenance process of the track beacon 100 more convenient and reducing operating costs.

[0045] The first beacon block 13 and the second beacon block 14, the first beacon block 13 and the first beacon block 13, the second beacon block 14 and the second beacon block 14 can be connected together by mechanical locking, magnetic docking, threaded docking or snap-on docking: when they are put together, they can bite into each other to form a stable structure, so that the docked beacon blocks can work stably under various environmental conditions.

[0046] The first beacon block 13 and the second beacon block 14 are both provided with mounting ears 15, and the first beacon block 13 and the second beacon block 14 can be firmly fixed through the mounting ears 15 and the corresponding mounting holes 16. This improves the stability of the track beacon 100 during the travel of the rail transit vehicle 2000, and is not easily displaced or deformed by external forces.

[0047] See also Figure 3 and Figure 4The on-board beacon monitoring device 200 includes a detection component 20 and an elastic member 30. The detection component 20 is rotatably connected to the bottom of the rail transit vehicle 2000, one end of the elastic member 30 is connected to the detection component 20, and the other end of the elastic member 30 is connected to the bottom of the rail transit vehicle 2000; during the travel of the rail transit vehicle 2000, the detection component 20 can slide along the outer convex surface 11, the inner concave surface 12 or the composite contact surface formed by the outer convex surface 11 and the inner concave surface 12 of the track beacon 100. As described above, the outer convex surface 11 and the inner concave surface 12 of the track beacon 100 mark the vehicle position information in a binary coded manner, and the detection component 20 reads the binary code (vehicle position information) marked on the track beacon 100 when sliding along the track beacon 100.

[0048] The detection component 20 includes a connecting member 21, a detection member 22 and a contact member 23. The connecting member 21 is rotatably connected to the bottom of the rail transit vehicle 2000. One end of the connecting member 21 is connected to the elastic member 30, and the other end of the connecting member 21 is connected to the contact member 23. The contact member 23 will float in the height direction during the sliding process along the contact surface. The detection component 20 can detect the height floating of the contact member 23 to obtain the vehicle position information. Specifically, the detection member 22 can read the binary code marked on the track beacon 100 according to the height change, and the specific position of the rail transit vehicle 2000 can be clearly located by comparing the read binary code with the train control information in the database.

[0049] It should be noted that the track beacon 100 is not arranged along the entire track, but is arranged at key locations (such as forks) or at certain intervals. When the detection component 20 is not in contact with the track beacon 100, the elastic member 30 can keep the connecting member 21 in a stable state, and in this state, the detection component 20 is at a certain distance from the installation surface of the track beacon 100 (the ground safety net, the ground or the part of the track for installing the detection component 20), thereby avoiding unnecessary wear of the detection component 20.

[0050] In other embodiments, the elastic member may not be provided, and the gravity of the detection component itself may be used to maintain contact with the track beacon; the elastic member 30 may be a spring, or the elastic member may be provided as a torsion spring at the connection between the connector and the rail transit vehicle; this application does not impose any limitation on this.

[0051] The detection member 22 includes a cylinder 221 and an air pressure sensor 222. One end of the cylinder 221 is rotatably connected to the bottom of the rail transit vehicle 2000, and the other end of the cylinder 221 is rotatably connected to the connecting member 21. The piston rod of the cylinder 221 is in an extended state. The cylinder body of the cylinder 221 is rotatably connected to the bottom of the rail transit vehicle 2000. The piston rod of the cylinder 221 is connected to the connecting member 21. When the contact member 23 is not in contact with the track beacon 100, under the joint action of the elastic member 30 and the cylinder 221, the connecting member 21 is in a stable state. The compression chamber of the cylinder 221 is connected to the air pressure sensor 222 through the pipe 224, and the air pressure change of the compression chamber can be detected in real time. When the contact member 23 slides along the outer convex surface 11 or the inner concave surface 12, the change in its height will cause the connecting member 21 to swing, thereby pushing or pulling the extension length of the piston rod of the cylinder 221 to change. This change will directly affect the air pressure in the compression chamber, and the air pressure sensor 222 can accurately capture the air pressure change and convert it into a readable electrical signal. Importantly, the height change of the contact 23 when sliding along the outer convex surface 11 and the inner concave surface 12 is opposite. When sliding along the outer convex surface 11, the height of the detection component 20 first increases and then decreases; while when sliding along the inner concave surface 12, the height of the contact 23 first decreases and then increases. This regular change allows the pressure value change of the air pressure sensor 222 to directly reflect the height fluctuation of the contact 23, and then reflect the corresponding arrangement information of the track beacon 100 (the binary code corresponding to the arrangement information of the outer convex surface 11 and the inner concave surface 12 can mark the vehicle position information).

[0052] It can be understood that the rail transit vehicle 2000 has a VOBC (vehicle on-board controller), and the air pressure sensor 222 converts the pressure signal into an electrical signal. The electrical signal is processed by DSP (Digital Signal Processing) and then the binary coded information represented by the rail beacon 100 is transmitted to the VOBC. By comparing the binary coded information with the train control information in the database, the specific location of the rail transit vehicle 2000 can be clearly located.

[0053] In the above-mentioned embodiment, the electrical signal can be processed by DSP to generate corresponding waveforms, which clearly reflect the height changes during the contact process between the contact member 23 and the track beacon 100. According to the positions of the peaks and troughs, the binary coded information represented by the track beacon 100 can be accurately determined. This processing method is not only highly accurate, but also has good stability. Even if the contact member 23 is worn, it will not affect the judgment of the waveform change trend. The binary coded information of the track beacon 100 can also be determined by comparing the data obtained after DSP processing with the peak threshold. The advantage of this method is that the processing speed is fast and it can adapt to signal changes in different environments. This application does not limit this.

[0054] It should be noted that when the contact member 23 contacts the lowest point of the inner concave surface 12, although the height of the contact member 23 may be reduced, the contact member 23 will still be compressed to a certain extent. This compression is obviously different from the state when the contact member 23 is in a stable suspended state. With this design, even at the lowest point of the inner concave surface 12, the contact member 23 can detect the contact between the contact member 23 and the track beacon 100, and obtain the corresponding vehicle position information accordingly. By monitoring the compression state of the cylinder 221, we can accurately determine whether the contact member 23 is in contact with the track beacon 100, and then parse the binary coded information of the track beacon 100.

[0055] The contact member 23 includes a contact wheel, which is rotatably connected to the connecting member 21. The contact wheel is in rolling contact with the outer convex surface 11 and the inner concave surface 12 instead of sliding contact, which can significantly reduce friction loss. Compared with sliding contact, the friction force generated by rolling contact will be smaller, thereby extending the service life of the contact wheel, reducing the frequency of maintenance and replacement, and improving the efficiency and reliability of the entire system. In addition, rolling contact makes the movement of the contact member 23 during the contact process smoother. Due to the small resistance of rolling friction, the contact wheel can roll more smoothly along the outer convex surface 11 and the inner concave surface 12, reducing the vibration and impact caused by friction, thereby improving the accuracy and stability of vehicle position information acquisition.

[0056] In addition, the design of the contact wheel also has a certain degree of self-adaptability. When facing the outer convex surface 11 and the inner concave surface 12 of different shapes and sizes, the contact wheel can automatically adjust its rolling posture to achieve effective contact with the track beacon 100.

[0057] It can be understood that the radius of the contact wheel is smaller than the curvature radius of the inner concave surface 12 , so that it can more easily adapt to the shape of the inner concave surface 12 and achieve good rolling contact with the inner concave surface 12 .

[0058] A bearing can be provided at the connection between the contact wheel and the connecting member 21, and the bearing can significantly reduce the friction resistance when the contact wheel rotates. The design of the bearing also makes the replacement and maintenance of the contact wheel more convenient. When the contact wheel is worn and needs to be replaced, only the bearing needs to be removed for replacement, without the need for complicated disassembly and reassembly of the entire connecting member 21.

[0059] In other embodiments, the bearing may be directly used as the detection component 20, or a protrusion detachably connected to the connecting member 21 may be provided as the detection component 20, which is not limited in the present application.

[0060] The connecting member 21 may adopt a frame structure, thereby reducing the weight of the connecting member 21 itself. In one embodiment, the connecting member 21 includes a first connecting rod 211, a second connecting rod 212, and a third connecting rod 213 connected end to end in sequence. The three connecting rods (the first connecting rod 211, the second connecting rod 212, and the third connecting rod 213) are connected to form a triangular frame. The structure of the triangular frame is relatively stable and can effectively disperse and withstand various forces from the contact member 23 and the track beacon 100, thereby improving the stability and bearing capacity of the connecting member 21. The connection between the first connecting rod 211 and the second connecting rod 212 is rotatably connected to the bottom of the rail transit vehicle 2000, the connection between the second connecting rod 212 and the third connecting rod 213 is provided with a contact member 23, and the connection between the first connecting rod 211 and the third connecting rod 213 is connected to the elastic member 30. The connection points of the elastic member 30, the contact member 23, the connecting member 21 and the rail transit vehicle 2000 (hereinafter referred to as the connecting points) are located at three vertices in a one-to-one correspondence. This design enables the entire connecting member 21 to maintain balance when subjected to force, reducing vibration and deformation caused by uneven force.

[0061] The forces exerted by the elastic member 30 and the cylinder 221 on the connecting member 21 are cleverly arranged on both sides of the connection point. This helps maintain the stability and balance of the connecting member 21, and can also offset some external forces to a certain extent, reducing the impact and vibration of the connecting member 21. When the contact member 23 contacts the track beacon 100, the reaction force of the track beacon 100 on the connecting member 21 and the force exerted by the cylinder 221 on the connecting member 21 are located on the same side of the connection point. This layout further enhances the stability of the connecting member 21, allowing the contact member 23 to accurately and reliably contact the track beacon 100.

[0062] In other embodiments, the connector 21 may be an integral structure, and the weight may be controlled by opening a weight-reducing hole on the connector 21. Alternatively, the connector 21 may also adopt other splicing structures, and a reinforcing beam may be provided on the connector 21 to improve the stability and load-bearing capacity of the connector 21, which is not limited in the present application.

[0063] In the description of the embodiments of the present application, it should be noted that the orientation or positional relationship of terms such as "center", "up", "down", "left", "right", "vertical", "horizontal", "inside" and "outside" are based on the orientation or positional relationship described in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application.

[0064] What is disclosed above is only a preferred embodiment of the present application, and it certainly cannot be used to limit the scope of rights of the present application. Ordinary technicians in this field can understand that all or part of the processes of implementing the above embodiment and equivalent changes made according to the claims of the present application are still within the scope covered by the present application.

Claims

1. A track beacon, characterized in that: One side of the track beacon forms an outer convex surface and / or an inner concave surface, and the outer convex surface and the inner concave surface are used to mark the location information of the vehicle. The detection component of the vehicle-mounted beacon monitoring device contacts the outer convex surface and the inner concave surface to obtain the vehicle location information.

2. The track beacon according to claim 1, characterized in that: The outer convex surface and the inner concave surface are both arc surfaces.

3. The track beacon according to claim 1, characterized in that: When the total number of the convex surfaces and the concave surfaces is more than 2, the convex surfaces and / or the concave surfaces are arranged along a first direction, and arrangement information of the convex surfaces and the concave surfaces marks vehicle position information.

4. The track beacon according to claim 3, characterized in that: When the outer convex surface and the inner concave surface are arranged adjacent to each other, the connection between the outer convex surface and the inner concave surface has a smooth transition.

5. The track beacon according to claim 3, characterized in that: The track beacon includes a first beacon block and a second beacon block, one side of the first beacon block forms the outer convex surface, and one side of the second beacon block forms the inner concave surface; the first beacon block and / or the second beacon block are arranged along a first direction.

6. The track beacon according to claim 5, characterized in that: The first beacon block and the second beacon block are both provided with mounting ears on both sides of a horizontal plane in a direction perpendicular to the first direction, and mounting holes are provided on the mounting ears.

7. A vehicle-mounted beacon monitoring device, characterized in that: The vehicle-mounted beacon monitoring device includes a detection component, which is used to be connected to the bottom of the rail transit vehicle, and the detection component is used to contact the outer convex surface and / or the inner concave surface of the rail beacon according to any one of claims 1 to 6 to obtain vehicle position information.

8. The vehicle-mounted beacon monitoring device according to claim 7, characterized in that: The detection component includes a connecting piece, a contact piece and a detecting piece. The connecting piece is suitable for being movably connected to the bottom of a rail transit vehicle. The contact piece is arranged at one end of the connecting piece. The contact piece is used to contact the outer convex surface and / or the inner concave surface of the track beacon. The detecting piece is suitable for being connected to the bottom of a rail transit vehicle and is used to detect the height floating of the contact piece to obtain vehicle position information.

9. The vehicle-mounted beacon monitoring device according to claim 8, characterized in that: The detection member includes a cylinder and an air pressure sensor, one end of the cylinder is suitable for being rotatably connected to the bottom of the rail transit vehicle, and the other end of the cylinder is rotatably connected to the connecting member; the contact member floats along the outer convex surface and / or inner concave surface height of the track beacon so that the connecting member pushes the compression chamber of the cylinder to compress, and the air pressure sensor is used to detect the air pressure of the compression chamber of the cylinder to obtain the vehicle position information.

10. The vehicle-mounted beacon monitoring device according to claim 8, characterized in that: The contact member comprises a contact wheel, the contact wheel is rotatably connected to the connecting member, and the contact wheel is used to contact the outer convex surface and / or the inner concave surface of the track beacon.

11. The vehicle-mounted beacon monitoring device according to claim 10, characterized in that: The radius of the contact wheel is smaller than the curvature radius of the inner concave surface.

12. The vehicle-mounted beacon monitoring device according to claim 8, characterized in that: The vehicle-mounted beacon monitoring device also includes an elastic member, one end of which is used to be rotatably connected to the bottom of the rail transit vehicle, and the other end of the elastic member is connected to the connecting member.

13. The vehicle-mounted beacon monitoring device according to claim 12, characterized in that: The connecting member includes a first connecting rod, a second connecting rod and a third connecting rod which are connected end to end in sequence, the connection between the first connecting rod and the second connecting rod is rotationally connected to the bottom of the rail transit vehicle, the connection between the second connecting rod and the third connecting rod is provided with the detection assembly, and the connection between the first connecting rod and the third connecting rod is connected to the elastic member.

14. A positioning system, characterized in that: The positioning system includes a track beacon according to any one of claims 1 to 6 and a vehicle-mounted beacon monitoring device according to any one of claims 7 to 13, wherein the detection component of the vehicle-mounted beacon monitoring device is used to be connected to the bottom of a rail transit vehicle; the detection component of the vehicle-mounted beacon monitoring device contacts the outer convex surface and / or inner concave surface of the vehicle of the track beacon to obtain position information.

15. A rail transit vehicle, characterized in that: The bottom of the rail transit vehicle is provided with a vehicle-mounted beacon monitoring device according to any one of claims 7 to 13.

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