Intelligent railway speed reduction signal system

Abstract

The utility model provides a kind of intelligent railway deceleration signal system, including deceleration signal board, monitoring acquisition unit and display early warning terminal.Monitoring acquisition unit is arranged on deceleration signal board, can monitor the train that comes.Display early warning terminal is arranged at construction position, and is connected with monitoring acquisition unit by wireless transmission module, can accept signal from monitoring acquisition unit, display train picture and start sound-light alarm.The intelligent railway deceleration signal system provided by the utility model can ensure that staff at construction position are away from railway when train approaches, and at the same time, construction tools are taken away from railway, so that staff can know the dynamic of train in advance, realize the technical leap from passive display to active protection of railway signal board, and improve safety.

Description

Technical Field

[0001] This utility model belongs to the technical field of railway signal signs, specifically relating to an intelligent railway deceleration signal system. Background Technology

[0002] When carrying out protective work on operating railway lines, railway deceleration signal signs must be set up at the far end.

[0003] In existing technology, railway speed reduction signs are usually fixed at a fixed distance from the construction site, and the signs are marked with speed values ​​for train drivers to see. However, for workers at the construction site, there is a lack of early warning when trains pass by, posing a certain safety hazard. Furthermore, the occupation of the railway by construction tools also threatens train safety. Utility Model Content

[0004] This utility model provides an intelligent railway deceleration signal system, which aims to address the low safety issues caused by the inability of construction personnel to know the dynamics of trains in advance during existing railway construction processes.

[0005] To achieve the above objectives, the technical solution adopted by this utility model is: to provide an intelligent railway deceleration signaling system, comprising:

[0006] Speed ​​reduction sign;

[0007] The monitoring and acquisition unit is installed on the deceleration signal sign to monitor the approaching train;

[0008] The display and early warning terminal is set up at the construction site and connected to the monitoring and acquisition unit via a wireless transmission module. It is used to receive signals from the monitoring and acquisition unit, display train images, and activate audible and visual alarms in stages as the train moves.

[0009] In one possible implementation, the deceleration sign includes:

[0010] Columns;

[0011] The sign is fixed to the top of the pillar.

[0012] In one possible implementation, the monitoring and acquisition unit includes:

[0013] The mounting box is installed on the column;

[0014] An ultrasonic sensor is installed in the mounting box, with the transmitting end extending out of the mounting box;

[0015] The controller is located in the mounting box.

[0016] In one possible implementation, the monitoring and acquisition unit further includes a camera, which is disposed in the mounting box and the lens end is oriented in the same direction as the transmitting end of the ultrasonic sensor.

[0017] In one possible implementation, the camera is an infrared thermal imaging camera.

[0018] In one possible implementation, the mounting box includes:

[0019] A mounting base is fixedly installed on the column.

[0020] The housing is slidably connected to the fixed base along the length of the rail;

[0021] A vibration damping structure is installed in the housing and connected to the fixed base. It is used to attenuate and cancel the vibration of the housing caused by airflow during the passage of the train, and at the same time to cope with and adapt to the interference of sound waves caused by airflow disturbance.

[0022] In one possible implementation, the monitoring and acquisition unit further includes a solar power module.

[0023] In one possible implementation, the display warning terminal includes a display screen and an alarm.

[0024] In this implementation, the monitoring and acquisition unit installed on the deceleration signal sign can monitor the approaching train and transmit the monitoring information to the display and warning terminal at the construction site via a wireless transmission module. The display and warning terminal then triggers an audible and visual alarm to ensure that workers at the construction site are alerted to stay away from the railway when the train approaches, and to remove construction tools from the railway. Workers can be informed of the train's movement in advance, realizing a technological leap from passive display to active protection of railway signal signs and improving safety. Attached Figure Description

[0025] Figure 1 A schematic diagram of the structure of the intelligent railway deceleration signal system provided in this embodiment of the utility model;

[0026] Figure 2 A schematic diagram of the mounting box in the intelligent railway deceleration signal system provided in this embodiment of the utility model;

[0027] Explanation of reference numerals in the attached figures:

[0028] 10. Deceleration signal sign; 11. Post; 12. Sign; 20. Monitoring and acquisition unit; 21. Mounting box; 211. Mounting base; 212. Box body; 213. Vibration damping structure; 22. Ultrasonic sensor; 23. Camera; 24. Solar power supply module; 30. Display and early warning terminal; 31. Display screen; 32. Alarm. Detailed Implementation

[0029] To make the technical problems, technical solutions, and beneficial effects of this utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present utility model and are not intended to limit the present utility model.

[0030] Railway speed reduction signs typically include mobile speed reduction signs marked with a "T" and other mobile speed reduction signs. Mobile speed reduction signs marked with a "T" are usually located more than 1400m from the construction site, while mobile speed reduction signs are typically located 800m from the construction site. Speed ​​reduction point markers are also installed in conjunction with the railway speed reduction signs, and these markers are typically located 20m from the construction site. After seeing the speed reduction point marker, the driver must drive at a speed not exceeding the speed specified on the previous railway speed reduction sign.

[0031] Please see Figure 1 The intelligent railway deceleration signal system provided by this utility model will now be described. The intelligent railway deceleration signal system includes a deceleration signal sign 10, a monitoring and acquisition unit 20, and a display and early warning terminal 30. The monitoring and acquisition unit 20 is installed on the deceleration signal sign 10 and can monitor approaching trains. The display and early warning terminal 30 is installed at the construction location and is connected to the monitoring and acquisition unit 20 via a wireless transmission module. It can receive signals from the monitoring and acquisition unit 20, display train images, and activate audible and visual alarms in stages as the train moves.

[0032] Compared with the prior art, the intelligent railway deceleration signal system provided in this embodiment has a monitoring and acquisition unit 20 installed on the deceleration signal sign 10 that can monitor the approaching train and transmit the monitoring information to the display and warning terminal 30 at the construction site through a wireless transmission module. The display and warning terminal 30 then triggers a graded audible and visual alarm to ensure that the workers at the construction site are reminded to stay away from the railway when the train approaches, and to take the construction tools away from the railway. The workers can know the dynamics of the train in advance, realizing a technological leap from passive display to active protection of railway signal signs and improving safety.

[0033] It should be noted that the mobile deceleration signal sign with the "T" mark and the mobile deceleration signal sign can both be the combination of the deceleration signal sign 10 and the monitoring and acquisition unit 20 mentioned in the above-mentioned intelligent railway deceleration signal system. The specific number can be determined according to the actual construction situation.

[0034] In some embodiments, the aforementioned deceleration signal sign 10 may be adopted as follows: Figure 1 The structure shown. See also Figure 1The deceleration signal sign 10 includes a post 11 and a sign 12. The sign 12 is fixed to the top of the post 11.

[0035] The support column 11 ensures that the train is fixed to the left side of the rail along the direction of travel, while also providing stable support for the sign 12. The sign 12 can be circular and will display the speed limit value. The deceleration signal sign 10 is mainly used to inform the train driver that a reduction in speed is required ahead, preventing accidents such as derailment and collisions caused by excessive speed, ensuring speed control within specific sections, and ensuring smooth train operation.

[0036] In some embodiments, the monitoring and acquisition unit 20 described above can adopt, for example... Figure 1 The structure shown. See also Figure 1 The monitoring and acquisition unit 20 includes a mounting box 21, an ultrasonic sensor 22, and a controller. The mounting box 21 is mounted on the column 11. The ultrasonic sensor 22 is mounted inside the mounting box 21, with its transmitting end extending out of the mounting box 21. The controller is mounted inside the mounting box 21.

[0037] The mounting box 21 protects the internal ultrasonic sensor 22 and controller, ensuring they are waterproof and moisture-proof. The ultrasonic sensor 22, mounted on the mounting box 21, emits ultrasonic waves forward to monitor approaching trains.

[0038] In this embodiment, the ultrasonic sensor 22 can be a MaxBotix MB7060, with a detection distance typically between 5m and 7m. It can adapt to multiple parallel railway tracks and can target a single track, avoiding false alarms caused by trains on other tracks. It also has excellent adaptability to high-noise environments, further preventing false alarms. The ultrasonic sensor 22 can be set to a normal mode and a trigger mode. In normal mode, it emits 40kHz ultrasonic waves every 200ms; in trigger mode, it switches to high-speed sampling at 100ms upon detecting a moving train. The switching between modes is controlled and adjusted by the controller.

[0039] It should be noted that the transmitting end of the ultrasonic sensor 22 needs to be set facing the rail.

[0040] In this embodiment, the piezoelectric transducer inside the ultrasonic sensor 22 converts electrical signals into ultrasonic pulses for emission. The sound waves reflect back after encountering an obstacle, and the receiver captures the echo and converts it back into an electrical signal. The target distance is calculated by combining the time difference between sound wave emission and reception with the speed of sound. Of course, to increase the detection range, a longer-range ultrasonic sensor 22 can also be used. When using a longer-range model, the ultrasonic sensor 22 needs to be angled towards the rail.

[0041] In addition, regarding the wireless connection between the controller and the wireless communication module, the specific wireless communication module can be a dual-mode communication transmission module. To further ensure the monitoring effect, multiple ultrasonic sensors can also be set up simultaneously.

[0042] In some embodiments, the monitoring and acquisition unit 20 described above can adopt, for example... Figure 1 The structure shown. See also Figure 1 The monitoring and acquisition unit 20 also includes a camera 23, which is installed in the mounting box 21, and the lens end is set in the same direction as the transmitting end of the ultrasonic sensor 22.

[0043] The camera 23 is set up to further enable monitoring. Specifically, after the controller receives the signal from the ultrasonic sensor 22, it turns on the camera 23 as a secondary verification. The camera 23 can perform visual inspection of the train and transmit the image to the display and warning terminal 30 in real time, thereby effectively avoiding misjudgment.

[0044] As another additional implementation of this embodiment, the monitoring and acquisition unit 20 may also include a vibration sensor. The vibration sensor is installed on the column 11 and can detect the vibration frequency of the track when the train approaches. As a three-level verification, the above three-level verification can effectively avoid misjudgment.

[0045] In some embodiments, the camera 23 described above may employ, for example... Figure 1 The structure shown. See also Figure 1 Camera 23 is an infrared thermal imaging camera. The infrared thermal imaging camera can ensure the identification of the temperature rise caused by the friction between the train head and the rails, and then combine it with the background subtraction method to extract the contour of the moving heat source.

[0046] Specifically, the infrared thermal imaging camera can be the FLIR A300 thermal imager.

[0047] In this embodiment, when the ultrasonic sensor 22 and the infrared thermal imaging camera simultaneously trigger alarm signals (such as when the ultrasonic sensor 22 detects a train and the infrared thermal imaging camera detects a moving heat source), the early warning process is initiated; when both monitoring devices are triggered simultaneously, the emergency mode is activated.

[0048] In some embodiments, the monitoring and acquisition unit 20 described above can adopt, for example... Figure 2 The structure shown. See also Figure 2 The mounting box 21 includes a fixed base 211, a box body 212, and a vibration damping structure 213. The fixed base 211 is fixed to the column 11. The box body 212 is slidably connected to the fixed base 211 along the length of the rail. The vibration damping structure 213 is installed on the box body 211 and connected to the fixed base 212, and is used to attenuate and cancel the vibration of the box body 211 caused by airflow during train passage.

[0049] When trains travel at high speeds, such as high-speed trains, and the monitoring and acquisition unit 20 is relatively close to the rails, the airflow generated around the train during its passage will disturb the monitoring and acquisition unit 20, inevitably causing vibration of the mounting box 21. To address this, the mounting base 211 is fixed to the column 11 as a fixing component, while the box body 212 is horizontally slidable along the length of the rails on the mounting base 211. Specifically, a T-shaped groove can be provided on the mounting base, and a slider adapted to the groove and limiting its sliding motion can be provided on the box body. (See also...) Figure 2 When a train passes, the housing 212 moves relative to the fixed seat 211 due to airflow. The initial direction of movement is usually consistent with the direction of train travel. The housing 212 can slide relative to the fixed seat 211, and the reciprocating movement of the housing 212 causes vibration. The vibration caused by the vibration damping structure 213 can be eliminated, thereby protecting the monitoring and acquisition unit 20.

[0050] In this embodiment, the inner cavity of the housing 212 can accommodate ultrasonic radar, cameras, and other devices.

[0051] It should also be noted that when the train arrives, the airflow will be located between the ultrasonic sensor and the train, which will disturb the emitted sound waves and cause them to deflect. The relative movement of the housing 212 can compensate for the deflected sound waves, thereby ensuring the monitoring effect.

[0052] As a specific implementation of the vibration damping structure in this embodiment, the vibration damping structure may include two springs, both located in the slide groove and respectively on both sides of the slider along the length of the slide groove. The two springs can simultaneously bounce the slider to ensure that the slider can continuously remain in the middle position of the slide groove, so as to ensure that even after it moves to both sides, it can still be bounced by the springs to support it in the middle position of the slide groove.

[0053] In some embodiments, the monitoring and acquisition unit 20 described above can adopt, for example... Figure 1 The structure shown. See also Figure 1 The monitoring and acquisition unit 20 also includes a solar power supply module 24.

[0054] The solar power module 24 may include a photovoltaic panel installed at the bottom of the column 11 and a power module electrically connected to the photovoltaic panel. The power module is electrically connected to the controller to ensure power supply.

[0055] In some embodiments, the aforementioned display warning terminal 30 may employ, for example... Figure 1 The structure shown. See also Figure 1 The warning terminal 30 includes a display screen 31 and an alarm 32.

[0056] The display screen 31 can show the train image transmitted by the camera 23, and also display the message "Train approaching, please move away," as well as the distance to the train. The alarm 32 can provide audible and visual alarms to ensure that staff are aware of the approaching train's movement in advance, thereby improving safety.

[0057] In this embodiment, the audible and visual alarm of the alarm 32 can be graded and progressively increased according to the distance of the approaching train, that is, the closer the train is, the higher the frequency of the audible and visual alarm.

[0058] As a specific implementation of the intelligent railway deceleration signaling system provided in this embodiment:

[0059] When the deceleration signal sign 10 includes both a simultaneously set mobile deceleration signal sign and a mobile deceleration signal sign with a "T" mark. The mobile deceleration signal sign with the "T" mark is 1400m from the construction site, while the mobile deceleration signal sign is 800m from the construction site. When the CRH380A electric multiple unit train approaches at 250km / h:

[0060] t=0s: The moving deceleration signal sign with the letter "T" detects the train. At this time, the alarm 32 (85dB) + yellow warning light has been activated and is operating at a low frequency.

[0061] t+8s: The moving deceleration sign with the "T" mark detected that the rear of the train had left, and the construction area receiver triggered a level one alarm (alarm 32 (85dB) + yellow warning light frequency slightly increased).

[0062] t+12s: The train decelerates and enters the monitoring range of the mobile deceleration signal sign. The construction area receiver triggers a level 2 alarm (alarm 32 (85dB) + yellow warning light frequency further increases).

[0063] t+24s: The moving deceleration signal sign detected that the rear of the train had left, and the construction area receiver triggered a level three alarm (alarm 32 (85dB) + yellow warning light frequency further increased).

[0064] t+40s: After the train passes, the system automatically resets and enters standby mode.

[0065] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. An intelligent railway deceleration signaling system, characterized in that, include: Speed ​​reduction signal sign, including post and sign, with the sign fixed to the top of the post; The monitoring and acquisition unit is installed on the deceleration signal sign to monitor the approaching train; The display and early warning terminal is set up at the construction site and connected to the monitoring and acquisition unit via a wireless transmission module. It is used to receive signals from the monitoring and acquisition unit, display train images, and activate audible and visual alarms in stages as the train moves. The monitoring and acquisition unit includes a mounting box, an ultrasonic sensor, and a controller. The mounting box is mounted on a column, the ultrasonic sensor is installed inside the mounting box with its transmitter extending out of the mounting box, and the controller is installed inside the mounting box. The monitoring and acquisition unit also includes a camera, which is installed inside the mounting box with its lens facing the same direction as the transmitter of the ultrasonic sensor. The camera serves as a secondary verification to visually inspect the train and transmits the images to the display and warning terminal in real time.

2. The intelligent railway deceleration signaling system as described in claim 1, characterized in that, The camera is an infrared thermal imaging camera.

3. The intelligent railway deceleration signaling system as described in claim 1, characterized in that, The mounting box includes: A mounting base is fixedly installed on the column. The housing is slidably connected to the fixed base along the length of the rail; A vibration damping structure is installed in the housing and connected to the fixed base to attenuate and offset the vibration of the housing caused by airflow during train passage.

4. The intelligent railway deceleration signaling system as described in claim 1, characterized in that, The monitoring and acquisition unit also includes a solar power module.

5. The intelligent railway deceleration signaling system as described in any one of claims 1-4, characterized in that, The display and early warning terminal includes a display screen and an alarm.

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