Railway electric guard signal device based on intelligent identification technology

Abstract

The utility model discloses a railway electric protection signal device based on intelligent identification technology, including centralized control unit, information acquisition control unit, protection signal action unit and data processing unit, and protection signal action unit includes signboard, switcher and derailleur, and the derailleur is correspondingly arranged on the track, and signboard, switcher and derailleur are connected through transmission assembly, information acquisition control unit includes acquisition controller, displacement sensor and camera, and the displacement sensor is arranged correspondingly to the derailleur, and the camera is arranged correspondingly to protection signal action unit, and acquisition controller is connected with protection signal action unit, and acquisition controller is connected with data processing unit, and centralized control unit is connected with data processing unit, the utility model discloses through the automatic control of the protection signal set of work interval and whether the remote identification of work line reaches the safety protection, has improved work site protection safety and protection efficiency, has reduced the labor intensity of protection personnel effectively, has improved the protection management level.

Description

Technical Field

[0001] This utility model relates to the field of railway safety protection technology, specifically to a railway electric protection signal device based on intelligent identification technology. Background Technology

[0002] In recent years, my country's railway operating mileage has continued to increase, leading to a strong demand for railway freight. During railway freight loading and unloading operations, to ensure the safety of loading and unloading personnel and train operation, it is necessary to install protective signals with derailment devices on the rails in the oncoming direction of the loading and unloading track.

[0003] Currently, the loading and unloading operations in freight departments generally use fixed protective signals. The application, approval and operation of setting up and removing these signals are transmitted between different positions via telephone and manual registers. Setting up and removing protective signals also requires two people to be on-site. Before the loading and unloading operation begins, the work team needs to hang and remove work signs on the protective signals. Personnel travel back and forth to the site, which takes a long time and is labor-intensive. It lacks centralized control and information communication functions, which can easily cause personal injury or railway traffic accidents.

[0004] In view of the above-mentioned defects, the creator of this utility model has finally obtained this utility model after a long period of research and practice. Utility Model Content

[0005] To address the aforementioned technical deficiencies, this utility model provides a railway electric safety signal device based on intelligent identification technology, comprising a centralized control unit, an information acquisition and control unit, a safety signal action unit, and a data processing unit. The safety signal action unit includes an indicator sign, a switch machine, and a derailer, with the derailer correspondingly mounted on the track. The indicator sign, the switch machine, and the derailer are connected via a transmission assembly. The information acquisition and control unit includes an acquisition controller, a displacement sensor, and a camera. The displacement sensor is positioned corresponding to the derailer, and the camera is positioned corresponding to the safety signal action unit. The acquisition controller is connected to the indicator sign, the switch machine, the derailer, the displacement sensor, and the camera, and is also connected to the data processing unit. The centralized control unit includes several terminal controllers, all of which are connected to the data processing unit.

[0006] Preferably, the data processing unit includes an identification module, which is connected to the warning unit.

[0007] Preferably, the sign is equipped with a signal light, which is connected to an external power source via a power supply circuit, and the data acquisition controller is connected to the power supply circuit.

[0008] Preferably, the data acquisition controller is connected to an audible and visual alarm.

[0009] Preferably, the derailer and the switch machine are respectively arranged on both sides of the track, and at least two main beams are fixedly arranged below the track. The main beams are arranged perpendicular to the track, and the derailer and the switch machine are both fixedly arranged on the upper surface of the main beams.

[0010] Preferably, the ends of each main beam away from the switch machine are fixedly connected by a beam fixing plate, which is horizontally arranged on the upper surface of the sleeper; the main beam is also provided with a rail clamp, which is fixedly connected to the track, and the rail clamp and the derailer are respectively arranged on both sides of the track.

[0011] Preferably, the sign is connected to the main beam via a support frame, the support frame including a connecting rod and a rotating rod, the connecting rod and the rotating rod being arranged perpendicularly, and the sign being mounted on the connecting rod, the rotating rod being connected to the main beam via a bearing seat.

[0012] Preferably, the transmission assembly includes a main push rod, an auxiliary push rod, and a connecting seat. The switch machine is connected to the derailer via the main push rod. The extension direction of the main push rod is parallel to the main beam. The switch machine drives the main push rod to move linearly along a direction perpendicular to the track. One end of the auxiliary push rod is rotatably connected to the main push rod via a first rotating shaft. The first rotating shaft is perpendicular to both the main push rod and the auxiliary push rod. The other end of the auxiliary push rod is rotatably connected to the connecting seat via a second rotating shaft. The connecting seat is fixedly mounted on the rotating rod.

[0013] Preferably, the displacement sensor is disposed at the end of the main beam near the beam fixing plate.

[0014] Preferably, a protective cover is provided at the position of the displacement sensor and the transmission component on the main beam. The protective cover is fixedly installed on the main beam, and the displacement sensor and the transmission component are respectively installed below the corresponding protective cover.

[0015] Compared with the prior art, the beneficial effects of this utility model are as follows: This utility model improves the safety and efficiency of on-site protection by automatically controlling the setting / removal of protection signals in the work area and remotely identifying whether the work route has achieved safety protection, effectively reducing the labor intensity of protection personnel and improving the level of protection management. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the structure of the railway electric protective signaling device based on intelligent recognition technology;

[0017] Figure 2 This is a structural view of the protection signal action unit;

[0018] Figure 3 This is a view of the connection structure of the transmission assembly.

[0019] The numbers in the image represent:

[0020] 1-Indicator sign; 2-Switch machine; 3-Derailer; 4-Rail; 5-Displacement sensor; 6-Main beam; 7-Beam fixing plate; 8-Sleeper; 9-Rail clamp; 10-Connecting rod; 11-Rotating rod; 12-Bearing seat; 13-Protective box; 14-Push main rod; 15-Push auxiliary rod; 16-Connecting seat; 17-Protective cover. Detailed Implementation

[0021] The above-mentioned and other technical features and advantages of this utility model will be described in more detail below with reference to the accompanying drawings.

[0022] Example 1

[0023] like Figure 1 As shown, Figure 1 This is a schematic diagram of the structure of the railway electric protective signal device based on intelligent recognition technology.

[0024] The railway electric safety signal device based on intelligent recognition technology of this utility model includes a centralized control unit, an information acquisition and control unit, a safety signal action unit, and a data processing unit. The safety signal action unit includes an indicator sign 1, a switch machine 2, and a derailer 3. The derailer 3 is correspondingly installed on the track 4. The indicator sign 1, the switch machine 2, and the derailer 3 are connected by a transmission assembly. The switch machine 2 controls the linkage between the indicator sign 1 and the derailer 3 to achieve the linkage between the derailer 3's movement on and off the track and the indicator sign 1's installation and removal. The information acquisition and control unit includes an acquisition controller, a displacement sensor 5, and a camera. The displacement sensor 5 is installed corresponding to the derailer 3, and the camera is installed corresponding to the safety signal action unit. The acquisition controller is connected to the indicator sign 1, the switch machine 2, the derailer 3, the displacement sensor 5, and the camera, and is also connected to the data processing unit. The acquisition controller collects the operating status data of the indicator sign 1, the switch machine 2, and the derailer 3; the displacement sensor 5 collects the motion displacement data of the derailer 3; and the camera collects the video data of the protective signal action unit. It then transmits the operating parameter data, motion displacement data, and video data to the data processing unit. The centralized control unit includes several terminal controllers, all connected to the data processing unit. The data processing unit processes the operating parameter data, motion displacement data, and video data and transmits them to each terminal controller for display, allowing operators to intuitively understand the operating status of the protective signal device. Simultaneously, operators issue operation commands to the data processing unit through the terminal controllers, and the data processing unit transmits these commands to the acquisition controller, thereby controlling the operating status of the protective signal action unit through the acquisition controller.

[0025] The terminal controller is generally a conventional controller such as a mobile phone, tablet, or computer, and both the switch machine 2 and the derailer 3 adopt conventional railway mechanical structures.

[0026] It is worth noting that the data processing unit includes an identification module connected to the warning unit. The identification module uses real-time image AI recognition technology to automatically identify whether the derailment device 3 on the track 4 is in place, whether the indicator sign 1 is correctly placed, and whether there are personnel in a specific area through the video data provided by the camera. Especially in areas requiring special monitoring, such as near the derailment device 3 or the warning area of ​​the signal sign, if the derailment device 3 is not in place, the indicator sign 1 is not correctly placed, or there are personnel in a specific area, the warning unit will remind the operator to operate accordingly.

[0027] The recognition module repeatedly learns from the up-and-down movements of the indicator 1 and the derailer 3 in the video data to determine a normal up-and-down state of the derailer 3. Once the derailer 3 malfunctions and fails to move up and down normally, the recognition module can immediately detect the abnormal state of the derailer 3, determine whether its state is in place, and then give a warning signal.

[0028] Preferably, the sign 1 is equipped with a signal light, which is connected to an external power supply via a power supply circuit. The data acquisition controller is connected to the power supply circuit to control the start and stop of the signal light and the current data of the power supply circuit. When the current data of the power supply circuit is abnormal, it indicates that the signal light is malfunctioning, and the identification module provides a reminder through the warning unit.

[0029] Preferably, the data acquisition controller is connected to an audible and visual alarm. When the derailer 3 is on the rail, the data acquisition controller transmits a signal wirelessly to the audible and visual alarm in the gantry crane operator's cab to remind the operator of the working status of the derailer 3, thereby further improving the safety of on-site operations.

[0030] This invention improves the safety and efficiency of on-site protection by automatically controlling the setting / removal of protection signals in the work area and remotely identifying whether the work route has achieved safety protection, effectively reducing the labor intensity of protection personnel and improving the level of protection management.

[0031] Example 2

[0032] like Figure 2 As shown, Figure 2 This is a structural view of the protective signal action unit, wherein the protective cover is transparent; the derailer 3 and the switch machine 2 are respectively arranged on both sides of the track 4, and at least two main beams 6 are fixedly arranged below the track 4. The main beams 6 are arranged perpendicular to the track 4. The derailer 3 and the switch machine 2 are both fixedly arranged on the upper surface of the main beams 6 to ensure the relative position of the derailer 3, the switch machine 2 and the track 4 is stable.

[0033] The ends of each main beam 6 furthest from the switch machine 2 are fixedly connected by a beam fixing plate 7. The beam fixing plate 7 is horizontally set on the upper surface of the sleeper 8. The sleeper 8 provides stable support for the whole formed by the main beam 6 and the beam fixing plate 7. At the same time, the main beam 6 is also provided with a rail clamp 9. The main beam 6 is fixedly connected to the track 4 through the rail clamp 9. The rail clamp 9 and the derailer 3 are respectively set on both sides of the track 4, which further improves the stability of the main beam 6 and improves the relative stability between the derailer 3 and the track 4 when the derailer 3 is on or off the rail, ensuring that the rails are in place.

[0034] The sign 1 is connected to the main beam 6 via a support frame. The support frame includes a connecting rod 10 and a rotating rod 11. The connecting rod 10 and the rotating rod 11 are arranged vertically, and the sign 1 is mounted on the connecting rod 10. The rotating rod 11 is connected to the main beam 6 via a bearing seat 12. The installation and removal status of the sign 1 can be adjusted by rotating the rotating rod 11.

[0035] The sign 1 and the switch machine 2 are located on the same side of the track 4. A protective box 13 is also fixedly installed on one side of the track 4. The protective box 13 is set corresponding to the sign 1. When the sign 1 moves to a suitable position on the ground under the rotation of the rotating rod 11, the sign 1 can move into the protective box 13, thereby realizing the protection of the sign 1 by the protective box 13.

[0036] like Figure 3 As shown, Figure 3 This is a structural view of the transmission assembly. The transmission assembly includes a main push rod 14, an auxiliary push rod 15, and a connecting seat 16. The switch machine 2 is connected to the derailer 3 via the main push rod 14. The extension direction of the main push rod 14 is parallel to the main beam 6. The switch machine 2 drives the main push rod 14 to move linearly in a direction perpendicular to the track 4, thereby driving the derailer 3 to perform up and down track operations. One end of the auxiliary push rod 15 is rotatably connected to the main push rod 14 via a first rotating shaft. The first rotating shaft is perpendicular to both the main push rod 14 and the auxiliary push rod 15. The other end of the auxiliary push rod 15 is rotatably connected to the connecting seat 16 via a second rotating shaft. The connecting seat 16 is fixedly mounted on the rotating rod 11. Thus, the linear movement of the main push rod 14 drives the rotating rod 11 to rotate, thereby realizing the setting and removal switching of the indicator sign 1.

[0037] The displacement sensor 5 is installed at the end of the main beam 6 near the beam fixing plate 7. It accurately detects the displacement distance generated by the derailer 3 when it is on the upper or lower rail, thereby determining whether the derailer 3 is in place when it is on the upper or lower rail. This further ensures the safety of the equipment during use and can also prevent accidents caused by malfunctions.

[0038] Protective covers 17 are provided at the positions of the displacement sensor 5 and the transmission assembly on the main beam 6. The protective covers 17 are fixedly installed on the main beam 6, and the displacement sensor 5 and the transmission assembly are respectively located below the corresponding protective covers 17. This prevents personnel from accidentally tripping over the wire rope or stepping on the sensor while walking, and also prevents the displacement sensor 5 from being damaged by rain or sun exposure, thus greatly avoiding damage to the equipment caused by personnel trampling, flying gravel, and open-air environment, and improving the overall stability of the equipment.

[0039] The above description is merely a preferred embodiment of the present utility model and is illustrative rather than restrictive. Those skilled in the art will understand that many changes, modifications, and even equivalents can be made within the spirit and scope defined by the claims of the present utility model, all of which will fall within the protection scope of the present utility model.

Claims

1. A railway electric guard signal device based on intelligent identification technology, characterized in that, The system includes a centralized control unit, an information acquisition and control unit, a protective signal action unit, and a data processing unit. The protective signal action unit includes an indicator sign, a switch machine, and a derailer, with the derailer correspondingly installed on the track. The indicator sign, the switch machine, and the derailer are connected via a transmission assembly. The information acquisition and control unit includes an acquisition controller, a displacement sensor, and a camera. The displacement sensor is installed corresponding to the derailer, and the camera is installed corresponding to the protective signal action unit. The acquisition controller is connected to the indicator sign, the switch machine, the derailer, the displacement sensor, and the camera, and is also connected to the data processing unit. The centralized control unit includes several terminal controllers, all of which are connected to the data processing unit.

2. The railway electric safety signaling device based on intelligent identification technology as described in claim 1, characterized in that, The data processing unit includes an identification module, which is connected to the warning unit.

3. The railway electric safety signaling device based on intelligent identification technology as described in claim 1, characterized in that, The sign is equipped with a signal light, which is connected to an external power source via a power supply circuit. The data acquisition controller is connected to the power supply circuit.

4. The railway electric safety signaling device based on intelligent identification technology as described in claim 1, characterized in that, The data acquisition controller is connected to an audible and visual alarm.

5. The railway electric safety signaling device based on intelligent identification technology as described in claim 1, characterized in that, The derailer and the switch machine are respectively installed on both sides of the track, and at least two main beams are fixedly installed below the track. The main beams are perpendicular to the track, and the derailer and the switch machine are both fixedly installed on the upper surface of the main beams.

6. The railway electric safety signaling device based on intelligent identification technology as described in claim 5, characterized in that, The ends of each main beam away from the switch machine are fixedly connected by a beam fixing plate, which is horizontally arranged on the upper surface of the sleeper; the main beam is also provided with a rail clamp, and the main beam is fixedly connected to the track through the rail clamp, and the rail clamp and the derailer are respectively arranged on both sides of the track.

7. The railway electric safety signaling device based on intelligent identification technology as described in claim 6, characterized in that, The sign is connected to the main beam via a support frame. The support frame includes a connecting rod and a rotating rod. The connecting rod and the rotating rod are arranged perpendicularly, and the sign is mounted on the connecting rod. The rotating rod is connected to the main beam via a bearing seat.

8. The railway electric safety signaling device based on intelligent identification technology as described in claim 7, characterized in that, The transmission assembly includes a main push rod, an auxiliary push rod, and a connecting seat. The switch machine is connected to the derailer via the main push rod. The extension direction of the main push rod is parallel to the main beam. The switch machine drives the main push rod to move linearly along a direction perpendicular to the track. One end of the auxiliary push rod is rotatably connected to the main push rod via a first rotating shaft. The first rotating shaft is perpendicular to both the main push rod and the auxiliary push rod. The other end of the auxiliary push rod is rotatably connected to the connecting seat via a second rotating shaft. The connecting seat is fixedly mounted on the rotating rod.

9. The railway electric safety signaling device based on intelligent identification technology as described in claim 6, characterized in that, The displacement sensor is located at the end of the main beam near the beam fixing plate.

10. The railway electric safety signaling device based on intelligent identification technology as described in claim 8, characterized in that, Protective covers are provided at the locations of the displacement sensor and the transmission assembly on the main beam. The protective covers are fixedly installed on the main beam, and the displacement sensor and the transmission assembly are respectively located below the corresponding protective covers.

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