Doppler radar corner reflector device for rail transportation

Abstract

The utility model discloses a doppler radar angle reflection device for rail transit is installed between two adjacent positioning transponder, including bottom plate and installing on the angle frame of bottom plate, and the vertical projection of angle frame all is located on the bottom plate, angle frame includes first board body, second board body, third board body, fourth board body, and first, second board body vertical and perpendicular to each other, third, fourth board body horizontal and detachably fixed on the bottom plate, and third, fourth board body perpendicular to each other, first, second board body same structure and symmetry, and first board body is right trapezoid, and the length of the top end of first board body is less than the length of the bottom end, and the included angle between the hypotenuse of first board body and the bottom is 45 DEG, and the right angle edge of first board body vertical setting and the right angle edge of second board body vertical setting fixed connection, and first board body is located the fourth board body above and with its fixed, and second board body is located the third board body above and with its fixed connection. Can effectively strengthen radar reflection wave signal, avoid the failure caused by radar speed measurement exception.

Description

Technical Field

[0001] This utility model belongs to the field of embedded parts inspection, specifically relating to a Doppler radar angle reflection device for rail transit. Background Technology

[0002] Currently, the Siemens TGMT signaling system commonly used in urban rail transit employs two speed measurement devices: OPG and radar. Train speed and location are achieved by fusing the speed data from both. When one of the speed measurement devices malfunctions, it can lead to a large error in the fused train speed, causing the train speed to exceed the ATP braking speed and triggering emergency braking. Industry solutions for DRSO5 speed radar malfunctions include calibration, testing and replacement, adjusting the radar's transmitting and receiving positions, and adaptively laying ballast on the track. However, troubleshooting these issues is costly (approximately 95,000 RMB per radar) and labor-intensive. In track environments such as integral track beds and rubber-insulated track beds, ballast cannot be laid on downhill sections, and there are obstacles such as the installation extending beyond the track boundary. The above methods cannot fundamentally solve the problem of radar speed measurement anomalies in special track environments such as downhill sections and rubber-insulated track beds. Furthermore, upgrading radar firmware, replacing the radar, and adjusting the radar position have not fundamentally solved the radar malfunction problem, and ballast cannot be laid on rubber-insulated track beds on downhill sections, leading to abnormal jumping and accumulation issues. Common radar reflection relies on track spikes on fixed tracks. However, when trains turn or go off track, they cannot effectively reflect the radar electromagnetic waves from the train's undercarriage. This results in a significant increase in measurement error.

[0003] Therefore, a new technology is needed to address the problem of how existing technologies can easily cause malfunctions due to abnormal radar speed measurement. Utility Model Content

[0004] To address the aforementioned problems in the prior art, this utility model provides a Doppler radar angle reflection device for rail transit, installed between two positioning transponders. This device effectively enhances the radar reflected wave signal and avoids overspeed braking failures caused by abnormal radar speed measurement, thus effectively solving the problem of faults caused by abnormal radar speed measurement.

[0005] The present invention adopts the following technical solution:

[0006] A Doppler radar corner reflector for rail transit includes a base plate and a corner bracket mounted on the base plate, the vertical projection of which is located on the base plate; the corner bracket includes a first plate, a second plate, a third plate, and a fourth plate, the first plate and the second plate being vertically arranged and perpendicular to each other; the third plate and the fourth plate being horizontally arranged and detachably fixed to the base plate, the third plate and the fourth plate being perpendicular to each other;

[0007] The first plate and the second plate have the same structure and are symmetrically arranged. The first plate has a right trapezoidal structure, the length of the top end of the first plate is less than the length of the bottom end, and the angle between the hypotenuse and the bottom end of the first plate is 45°. The vertical right-angled side of the first plate is fixedly connected to the vertical right-angled side of the second plate. The first plate is located above the fourth plate and is fixedly connected to the fourth plate, and the second plate is located above the third plate and is fixedly connected to the third plate.

[0008] As a further improvement to the technical solution of this utility model, the second plate is fixed to the side of the third plate near the fourth plate, and the second plate and the third plate are connected in an L-shape; the first plate and the fourth plate are connected in an L-shape on the side near the third plate; the third plate and the fourth plate are both located on the side away from the first plate and the second plate.

[0009] As a further improvement to the technical solution of this utility model, the third plate and the fourth plate have the same structure and are symmetrically arranged. The third plate is rectangular and its length is equal to the length of the right-angled side of the second plate. One long side of the third plate is connected to the second plate. One long side of the fourth plate is connected to the first plate.

[0010] As a further improvement to the technical solution of this utility model, the base plate is provided with a first side, a second side, a third side, a fourth side, and a fifth side connected end to end in sequence. The second side is vertically aligned with a long side of the fourth plate that is away from the first plate, and the first side is vertically aligned with a short side of the fourth plate. The third side is vertically aligned with a long side of the third plate that is away from the second plate, and the fourth side is vertically aligned with a short side of the third plate.

[0011] As a further improvement to the technical solution of this utility model, the fifth side is straight.

[0012] As a further improvement to the technical solution of this utility model, the corner frame and the base plate are fixedly connected by bolts, and the third plate and the fourth plate are provided with first mounting holes for bolt connection at intervals, and the base plate is provided with second mounting holes corresponding to each of the first mounting holes.

[0013] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0014] The Doppler radar angle reflection device for rail transit in this solution is installed between two adjacent positioning transponders. It can effectively enhance the radar reflected wave signal and avoid overspeed braking failure caused by abnormal radar speed measurement, thus effectively solving the failure caused by abnormal radar speed measurement. Attached Figure Description

[0015] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments:

[0016] Figure 1 This is a top view of the overall structure of this utility model;

[0017] Figure 2 This is a front view of the overall structure of this utility model;

[0018] Figure 3 It is an isometric drawing of the tripod;

[0019] Figure 4 This is the front view of the corner frame;

[0020] Figure 5 This is a top view of the tripod;

[0021] Figure 6 This is a top view of the base plate.

[0022] Figure label:

[0023] 1-Base plate; 11-First side; 12-Second side; 13-Third side; 14-Fourth side; 15-Fifth side;

[0024] 2-Corner frame; 21-First panel; 22-Second panel; 23-Third panel; 24-Fourth panel;

[0025] 3-Angle. Detailed Implementation

[0026] The following will provide a clear and complete description of the concept, specific structure, and technical effects of this utility model in conjunction with the embodiments and accompanying drawings, so as to fully understand the purpose, solution, and effects of this utility model. It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The same reference numerals used throughout the drawings indicate the same or similar parts.

[0027] It should be noted that, unless otherwise specified, when a feature is referred to as "fixed" or "connected" to another feature, it can be directly fixed or connected to the other feature, or it can be indirectly fixed or connected to the other feature. Furthermore, the descriptions of "upper," "lower," "left," and "right" used in this utility model are only relative to the relative positional relationships of the various components of this utility model in the accompanying drawings.

[0028] Reference Figures 1 to 6 A Doppler radar corner reflector for rail transit is installed between two adjacent positioning transponders. It includes a base plate 1 and a corner bracket 2 mounted on the base plate 1. Both the base plate 1 and the corner bracket 2 are made of aluminum with excellent electrical conductivity. The vertical projection of the corner bracket 2 is located on the base plate 1. The corner bracket 2 includes a first plate 21, a second plate 22, a third plate 23, and a fourth plate 24. The first plate 21 and the second plate 22 are vertically arranged and perpendicular to each other. The third plate 23 and the fourth plate 24 are horizontally arranged and detachably fixed to the base plate 1, and the third plate 23 and the fourth plate 24 are perpendicular to each other.

[0029] The first plate 21 and the second plate 22 have the same structure and are symmetrically arranged. The first plate 21 has a right-angled trapezoidal structure, with the length of the top end of the first plate 21 being less than the length of the bottom end. The angle 3 between the hypotenuse and the bottom edge of the first plate 21 is 45°. The vertically arranged right-angled side on the first plate 21 is fixedly connected to the vertically arranged right-angled side on the second plate 22. The upper surface of the corner bracket 2 is horizontal and L-shaped. Figure 3 As shown. The first plate 21 is located above the fourth plate 24 and is fixedly connected to the fourth plate 24. The second plate 22 is located above the third plate 23 and is fixedly connected to the third plate 23. The third plate 23 and the second plate 22 are fixedly connected in an L-shape to the horizontally arranged right-angled side. The fourth plate 24 and the first plate 21 are fixedly connected in an L-shape to the horizontally arranged right-angled side.

[0030] By installing cameras and spotlights near the undercarriage radar to pinpoint the location of the radar signal transmitted to the track on curves during train dynamics, and by installing a Doppler radar angle reflector device (as described in this solution) between two adjacent positioning transponders, the radar reflected wave signal can be effectively strengthened. This effectively avoids overspeed braking malfunctions caused by abnormal radar speed measurement, thus effectively resolving the problem of radar speed measurement anomalies. For example, on the Yuzhu depot line of the subway, installing a Doppler radar angle reflector device suitable for urban rail transit track installation environments between the two positioning transponders FB2025 and VB2023 on curves and downhill slopes effectively strengthened the 24.125 GHz radar reflected wave signal. After installation, overspeed braking malfunctions caused by abnormal radar speed measurement no longer occur on the Yuzhu depot line.

[0031] Specifically, the second plate 22 is fixed to the side of the third plate 23 near the fourth plate 24, and the second plate 22 and the third plate 23 are connected in an L-shape; the first plate 21 and the fourth plate 24 are connected in an L-shape near the side of the third plate 23; the third plate 23 and the fourth plate 24 are both located on the side of the first plate 21 and the second plate 22 that are far away from each other.

[0032] Specifically, the third plate 23 and the fourth plate 24 have the same structure and are symmetrically arranged. The third plate 23 and the fourth plate 24 are perpendicular to each other but do not overlap. Figure 1 , Figure 3 and Figure 5 As shown. The third plate 23 is rectangular and its length is equal to the length of the right-angled side of the second plate 22 which is horizontally set. One long side of the third plate 23 is connected to the second plate 22; one long side of the fourth plate 24 is connected to the first plate 21.

[0033] Specifically, the base plate 1 is horizontally arranged, and the base plate 1 has a first side 11, a second side 12, a third side 13, a fourth side 14, and a fifth side 15 connected end to end in sequence. The second side 12 is vertically aligned with a long side of the fourth plate 24 away from the first plate 21, and the first side 11 is vertically aligned with a short side of the fourth plate 24. The third side 13 is vertically aligned with a long side of the third plate 23 away from the second plate 22, and the fourth side 14 is vertically aligned with a short side of the third plate 23.

[0034] Specifically, the fifth side 15 is in the shape of a straight line.

[0035] Specifically, the corner bracket 2 and the base plate 2 are fixedly connected by bolts. The third plate 23 and the fourth plate 24 are each provided with first mounting holes for bolt connection at intervals. The base plate is provided with second mounting holes corresponding to each of the first mounting holes. Two first mounting holes can be provided at intervals on the third plate 23 and the fourth plate 24. The corner bracket 2 and the base plate 2 can be pre-fixed together by bolts before being installed on the track, or they can be directly fixed on the track by bolts. Expansion bolts can be used.

[0036] In use, the base plate 1 and the bracket 2 are first constructed from aluminum, a material with excellent electrical conductivity. Then, the receiving and transmitting directions of the 24.125 GHz electromagnetic waves emitted by the radar are adjusted according to the installation environment to facilitate the reflection of radar waves at different angles to the radar receiving surface. The bracket 2 and the base plate 1 are then combined and fixed to the track that has been pre-positioned for detection using expansion bolts. This process creates a frequency shift between the received and transmitted electromagnetic waves, which is proportional to the speed. The Doppler effect principle is used to calculate the radar speed more accurately.

[0037] For example, on Guangzhou Metro Line 5, a 133m section from kilometer marker RDK0+485 (FB2025) to RDK0+352 (VB2023) on the Yuzhu depot line frequently experienced radar speed measurement anomalies. By installing cameras and spotlights near the undercarriage radar to pinpoint train dynamics, the radar's transmission point on the track was determined on curves. The radar reflection location was determined by installing 40 pre-fabricated Doppler radar angle reflectors designed for rail transit. After a 1.5-month testing period, no radar speed measurement anomalies occurred, reducing the number of failures from 5 per month to 0. This effectively strengthened the 24.125GHz radar reflected wave signal, eliminating the overspeeding and braking faults caused by the radar speed measurement anomalies on the Yuzhu depot line, thus effectively resolving the radar speed measurement anomaly problem on Line 5's Yuzhu depot line.

[0038] Other aspects of the Doppler radar angle reflection device for rail transit described in this utility model are available in the prior art and will not be repeated here.

[0039] The above description is merely a preferred embodiment of the present utility model and is not intended to limit the present utility model in any way. Therefore, any modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of the present utility model without departing from the technical solution of the present utility model shall still fall within the scope of the technical solution of the present utility model.

Claims

1. A Doppler radar angle reflector for rail transit, characterized in that: The device includes a base plate and corner brackets mounted on the base plate, with the vertical projections of the corner brackets all located on the base plate. The corner brackets include a first plate, a second plate, a third plate, and a fourth plate. The first plate and the second plate are vertically arranged and perpendicular to each other. The third plate and the fourth plate are horizontally arranged and detachably fixed to the base plate, with the third plate and the fourth plate perpendicular to each other. The first plate and the second plate have the same structure and are symmetrically arranged. The first plate has a right trapezoidal structure, the length of the top end of the first plate is less than the length of the bottom end, and the angle between the hypotenuse and the bottom end of the first plate is 45°. The vertical right-angled side of the first plate is fixedly connected to the vertical right-angled side of the second plate. The first plate is located above the fourth plate and is fixedly connected to the fourth plate, and the second plate is located above the third plate and is fixedly connected to the third plate.

2. The Doppler radar angle reflection device for rail transit according to claim 1, characterized in that: The second plate is fixed to the side of the third plate near the fourth plate, and the second plate and the third plate are connected in an L-shape; the first plate and the fourth plate are connected in an L-shape on the side near the third plate; the third plate and the fourth plate are both located on the side away from the first plate and the second plate.

3. The Doppler radar angle reflection device for rail transit according to claim 2, characterized in that: The third plate has the same structure as the fourth plate and is symmetrically arranged. The third plate is rectangular and its length is equal to the length of the right-angled side of the second plate. One long side of the third plate is connected to the second plate. One long side of the fourth plate is connected to the first plate.

4. The Doppler radar angle reflection device for rail transit according to claim 3, characterized in that: The base plate has a first side, a second side, a third side, a fourth side, and a fifth side connected end to end. The second side is vertically aligned with a long side of the fourth plate that is away from the first plate, and the first side is vertically aligned with a short side of the fourth plate. The third side is vertically aligned with a long side of the third plate that is away from the second plate, and the fourth side is vertically aligned with a short side of the third plate.

5. The Doppler radar angle reflection device for rail transit according to claim 4, characterized in that: The fifth side is straight.

6. The Doppler radar angle reflector for rail transit according to claim 3, characterized in that: The corner frame and the base plate are fixedly connected by bolts. The third plate and the fourth plate are provided with first mounting holes for bolt connection at intervals. The base plate is provided with second mounting holes corresponding to each of the first mounting holes.

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