Railway tunnel portal anti-sliding and collapse intrusion device

Abstract

The application provides a railway tunnel entrance anti-sliding collapse and intrusion device, which is applied to the technical field of foreign matter monitoring and comprises multiple front-end detection devices, a control device and an alarm unit. The front-end detection devices are arranged at preset positions of the railway tunnel entrance. The front-end detection devices are connected with the control device through double circuits. In the case that the front-end detection devices are impacted by foreign matters, the circuit states of the double circuits are in an open state. The control device is in communication connection with the alarm unit. The control device is used for monitoring the circuit states of the double circuits connected with each front-end detection device, and generating an alarm signal in the case that the circuit states of the double circuits are determined to be in the open state. The alarm signal is used for indicating that the front-end detection devices are impacted by foreign matters. The alarm unit is used for sending the alarm signal to a target train to prompt a train driver that foreign matters appear at the railway tunnel entrance. The problems of high cost and low reliability of the traditional foreign matter monitoring technology along the railway can be solved.

Description

Technical Field

[0001] This application relates to the field of foreign object monitoring technology, and in particular to a device for preventing slippage and encroachment at railway tunnel entrances. Background Technology

[0002] In recent years, with the continuous expansion of the railway network, the number of railway tunnels has increased significantly, making disaster prevention and mitigation around tunnel entrances increasingly prominent. Natural disasters such as landslides and mudslides can cause large amounts of debris to intrude into the railway clearance, potentially damaging track infrastructure and even directly impacting high-speed trains, leading to major safety accidents such as derailments and delays.

[0003] To address the aforementioned safety risks, relevant technologies primarily monitor foreign objects along railway lines using techniques such as infrared detection, video recognition, and lidar detection. While these technologies have proven effective in specific monitoring scenarios, their generally high construction and maintenance costs make large-scale deployment along the entire railway line, especially in remote areas, difficult.

[0004] Therefore, there is an urgent need for a low-cost and highly reliable foreign object intrusion alarm system for tunnel entrances to improve railway operation safety and meet practical application needs. Utility Model Content

[0005] The purpose of this application is to provide a railway tunnel entrance anti-slip-and-encroachment device to solve the problems of high cost and low reliability of traditional railway foreign object monitoring technology.

[0006] In a first aspect, embodiments of this application provide a railway tunnel entrance anti-slip-and-encroachment device, characterized in that the device includes: multiple front-end detection devices, control devices, and alarm units.

[0007] The front-end detection device is installed at a predetermined location at the entrance of the railway tunnel. The front-end detection device and the control device are connected via a dual-circuit system. In the event of an impact from a foreign object, the dual-circuit system is disconnected.

[0008] The control device is communicatively connected to the alarm unit. The control device monitors the loop status of the dual loops connected to each front-end detection device and generates an alarm signal when it determines that the dual loops are disconnected. The alarm signal indicates that the front-end detection device has been impacted by a foreign object.

[0009] The alarm unit is used to send an alarm signal to the target train to alert the train driver that there is a foreign object at the entrance of the railway tunnel.

[0010] One possible implementation involves a dual-loop system comprising a first loop and a second loop. A first relay is installed on the first loop, and a second relay is installed on the second loop. A control device is specifically configured to monitor the loop status of the first loop via the first relay, monitor the loop status of the second loop via the second relay, and generate an alarm signal when both the first and second loops are determined to be in an open state.

[0011] In one possible implementation, the control device is further configured to generate a fault signal upon detecting that either the loop status of the first loop or the loop status of the second loop is in an open state. The fault signal serves to alert the corresponding front-end detection devices of both loops to a malfunction.

[0012] One possible implementation involves the front-end detection equipment comprising a protective net and structural columns. The dual loops of each protective net are connected in parallel.

[0013] The structural columns include L-shaped structural columns and straight structural columns. L-shaped structural columns are installed at the top of the railway tunnel entrance. Straight structural columns are installed on the side of the mountain at the railway tunnel entrance. The two circuits of the structural columns are connected in series.

[0014] One possible implementation involves the alarm unit including a third relay. This third relay is a normally open relay. The control device is connected to the rail via this third relay.

[0015] The control device is specifically used to close the third relay when it is determined that the circuit status of the dual circuit is open, thereby connecting the two rails of the railway and generating an alarm signal.

[0016] In one possible implementation, the alarm unit also includes a train protection alarm system. The control equipment is connected to the target train through the train protection alarm system.

[0017] The control equipment is used to generate an alarm signal and send it to the train protection alarm system when it is determined that the loop status of the dual loop is open.

[0018] The train protection alarm system is specifically used to send alarm signals to the target train to alert the train driver that there are foreign objects at the entrance of the railway tunnel.

[0019] In one possible implementation, the device further includes a first recovery switch and a second recovery switch. The first recovery switch is located at a preset position at the entrance of the railway tunnel. The first recovery switch is communicatively connected to the control equipment. The second recovery switch is located on a remote management platform. The second recovery switch is also communicatively connected to the control equipment. The control equipment is also used to send alarm signals to the remote management platform.

[0020] In one possible implementation, the device further includes a video unit. The video unit is positioned at a predetermined location at the entrance of the railway tunnel. The video unit is communicatively connected to a control device. The control device is further configured to generate a first acquisition signal and send the first acquisition signal to the video unit when it is determined that the loop status of the dual loop is open.

[0021] The video unit is used to acquire image information of the railway tunnel entrance upon receiving the acquisition signal and upload the image information to the remote management platform.

[0022] In one possible implementation, the video unit is also used to acquire image information of the railway tunnel entrance upon receiving a second acquisition signal from the remote management platform, and to upload the image information to the remote management platform.

[0023] In one possible implementation, the device also includes a transformer. The transformer is connected to the power supply line and the control equipment. The transformer is used to convert the voltage of the power supply line to a safe voltage and transmit the safe voltage to the control equipment.

[0024] The railway tunnel entrance anti-collapse and encroachment device provided in this application embodiment monitors the circuit status of the dual circuits in the front-end detection equipment in real time. When both circuits are determined to be open, the system detects that the front-end detection equipment has been impacted by a foreign object and generates an alarm signal to alert the train driver. Simultaneously, if only one circuit of the front-end detection equipment is open, the system determines it as a device malfunction and does not trigger an alarm, thus reducing the risk of false alarms. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0026] Figure 1 A schematic diagram of a railway tunnel entrance anti-slip-and-encroachment device provided in this application embodiment;

[0027] Figure 2 An installation front view of a front-end detection device provided in an embodiment of this application;

[0028] Figure 3 A cross-sectional installation diagram of a front-end detection device provided in an embodiment of this application;

[0029] Figure 4 A side view of the hole installation of a front-end detection device provided in an embodiment of this application;

[0030] Figure 5 This is another structural schematic diagram of a railway tunnel entrance anti-slip-and-encroachment device provided in an embodiment of this application. Detailed Implementation

[0031] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0032] Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely to illustrate selected embodiments of the application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0033] Among related technologies, the following are the main methods used to monitor foreign objects along railway lines: infrared detection technology, video recognition technology, and lidar detection technology.

[0034] Infrared detection technology primarily identifies anomalies on railway lines by detecting changes in infrared radiation, enabling data acquisition and processing in a relatively short time. However, infrared detection technology relies heavily on the temperature difference between the target object and the background for identification, thus its ability to detect natural disasters such as mudslides and rockfalls is relatively weak, especially in scenarios where the location of the disaster is uncertain or the temperature difference is not significant, making effective monitoring difficult.

[0035] Video recognition technology primarily analyzes video footage in real-time by processing images frame by frame, identifying changing areas in the background and using big data modeling to extract image features of disasters such as rockfalls and mudslides, thereby enabling the identification and warning of disaster events. However, video recognition technology is susceptible to the effects of weather conditions, lighting conditions, and the complex environment along railway lines. For example, fog, rain, and low light at night can lead to a decrease in image quality, affecting recognition accuracy, and overall reliability remains somewhat limited.

[0036] Radar detection technology mainly includes two types: 2D radar and 3D radar. 2D radar detection technology uses radar equipment to emit electromagnetic waves and receive echo signals to obtain target information on railway lines, thereby detecting foreign object intrusions and determining their type and size. However, in practical applications, 2D radar suffers from a high false alarm rate, which may disrupt railway transportation. 3D radar adds another dimension of detection data to 2D radar, but its installation cost is higher.

[0037] Based on this, this application provides a railway tunnel entrance anti-collapse and encroachment device, which includes: multiple front-end detection devices, a control device, and an alarm unit. The front-end detection devices are installed at a preset position at the railway tunnel entrance. The front-end detection devices and the control device are connected via a dual-circuit. When a front-end detection device is impacted by a foreign object, the dual-circuit state is disconnected. The control device is communicatively connected to the alarm unit. The control device monitors the dual-circuit state connected to each front-end detection device and generates an alarm signal when it determines that the dual-circuit state is disconnected. The alarm signal indicates that the front-end detection device has been impacted by a foreign object. The alarm unit sends the alarm signal to the target train to alert the train driver that a foreign object has appeared at the railway tunnel entrance.

[0038] The railway tunnel entrance anti-collapse and encroachment device provided in this application embodiment monitors the circuit status of the dual circuits in the front-end detection equipment in real time. When both circuits are determined to be open, the system detects that the front-end detection equipment has been impacted by a foreign object and generates an alarm signal to alert the train driver. Simultaneously, if only one circuit of the front-end detection equipment is open, the system determines it as a device malfunction and does not trigger an alarm, thus reducing the risk of false alarms.

[0039] The apparatus provided in the embodiments of this application will now be described in detail with reference to the specific accompanying drawings.

[0040] On the one hand, embodiments of this application provide a device for preventing landslides and encroachment at railway tunnel entrances. For example... Figure 1 As shown, the railway tunnel entrance anti-slip-and-encroachment device 100 may include multiple front-end detection devices 101, control devices 102, and alarm units 103.

[0041] The front-end detection device 101 is installed at a predetermined location at the entrance of the railway tunnel. The front-end detection device 101 and the control device 102 are connected via a dual-circuit system. In the event of an impact from a foreign object, the dual-circuit system is disconnected.

[0042] One possible implementation is, such as Figure 5 As shown, the front-end detection device 101 includes a protective net 1011 and a structural column 1012. The dual loops of each protective net 1011 are connected in parallel.

[0043] Specifically, structural column 1012 includes L-shaped structural columns and straight structural columns. The L-shaped structural columns are installed at the top of the railway tunnel entrance. The straight structural columns are installed on the side of the mountain at the railway tunnel entrance. The two circuits of the structural columns are connected in series.

[0044] For example, such as Figure 2 and Figure 3 As shown, Figure 2 This diagram illustrates a front view of a front-end detection device being installed. Figure 3 This diagram illustrates a cross-sectional installation of a front-end detection device at the tunnel entrance. An L-shaped structural column is used at the top retaining wall of the tunnel entrance, with holes drilled downwards from the upper inner edge of the retaining wall. The short side of the L-shaped structural column is inserted into the hole, while the long side is perpendicular to the upper edge of the retaining wall and flush against it. The portion close to the retaining wall is secured with two fixing clips. One L-shaped structural column is fixed based on the width of the protective netting. The number of L-shaped structural columns can be determined based on the actual conditions of the railway tunnel entrance.

[0045] like Figure 4 As shown, Figure 4 This diagram illustrates the side-mounted installation of a front-end detection device at a tunnel entrance. Vertical structural columns are drilled into the mountainside on the tunnel side, and holes are drilled into the wall adjacent to the tunnel entrance to insert the vertical structural columns. The installation height can be determined based on the actual conditions at the railway tunnel entrance to ensure that it does not obstruct pedestrian passage through the shoulder inspection area. The junction of the vertical structural columns and the mountainside at the railway tunnel entrance is sealed with cement. Protective netting is installed on each side of the tunnel entrance as needed, generally no fewer than four pieces. The installation distance and number of vertical structural columns are determined based on the width of the protective netting.

[0046] Furthermore, each section of protective netting is covered with wire mesh on the outside (near the mountainside), and secured every 0.3 meters. It is estimated that at least four sections of protective netting will be installed on the retaining wall at the top of the single-track tunnel, with additional netting installed at both ends of the tunnel entrance according to actual protection needs. The protective netting is securely installed to the structural columns using fixing clips; each structural column can be secured with two fixing clips from top to bottom. One section of protective netting is fixed between every two protective columns. The protective netting is installed on the outside of the columns (near the rails).

[0047] The control device 102 is communicatively connected to the alarm unit 103. The control device 102 is used to monitor the loop status of the dual loops connected to each front-end detection device 101, and generate an alarm signal when it is determined that the loop status of the dual loops is open.

[0048] The alarm signal is used to indicate that the front-end detection device 101 has been impacted by a foreign object.

[0049] For example, the control device 102 can be a control box. This control box has functions for monitoring the loop current in the protective netting 1021 and the structural column 1022, controlling alarm triggering, and remote information transmission. The control box is equipped with indicator lights that can be used to display the current status of the anti-slip-and-encroachment device at the railway tunnel entrance. This status corresponds to signals generated by the control device 102, such as alarm, fault, recovery, or control.

[0050] One possible implementation involves a dual-circuit system comprising a first circuit and a second circuit. A first relay is installed in the first circuit. A second relay is installed in the second circuit.

[0051] The control device 102 is specifically used to monitor the circuit status of the first circuit through the first relay, monitor the circuit status of the second circuit through the second relay, and generate an alarm signal when it is determined that the circuit status of the first circuit is in the open state and the circuit status of the second circuit is in the open state.

[0052] For example, the wiring of the protective netting 1021 adopts a parallel connection, with a separate circuit from the control box to each protective netting 1021. Each circuit connects to a relay after entering the main control box, forming a separate control circuit. The main control box monitors the circuit status of each protective netting 1021 individually. The cables between the structural columns 1022 adopt a series connection, with the cable running from the control box to the first structural column 1022, sequentially connecting to the last column, and finally returning to the control box to monitor the circuit status of the structural column 1022.

[0053] In another possible implementation, the control device 102 is also configured to generate a fault signal when the loop status of the first loop or the loop status of the second loop is detected to be in an open state. The fault signal is used to alert the front-end detection device 101 corresponding to the dual loops to a fault.

[0054] Alarm unit 103 is used to send an alarm signal to the target train to alert the train driver that there is a foreign object at the entrance of the railway tunnel.

[0055] One possible implementation is, such as Figure 5 As shown, the alarm unit 103 includes a third relay 1031. The third relay 1031 is a normally open relay. The control device 102 is connected to the track through the third relay 1031.

[0056] The control device 102 is specifically used to close the third relay 1031 when it is determined that the circuit state of the dual circuit is in the open state, thereby connecting the two rails of the railway and generating an alarm signal.

[0057] For example, control device 102 is connected to the rail via a normally open relay. Within the track circuit section, if control device 102 detects that any two circuits in the parallel safety grid of the protective net 1021 are disconnected, it controls the normally open relay to close, at which point the rail is short-circuited, forming a red light strip.

[0058] Another possible implementation, such as Figure 5 As shown, the alarm unit 103 also includes a train protection alarm system 1032.

[0059] Specifically, the control device 102 is connected to the target train through the train protection alarm system 1032.

[0060] The control device 102 is used to generate an alarm signal and send it to the train protection alarm system 1032 when it is determined that the loop status of the dual loop is in the open state.

[0061] The train protection alarm system 1032 is specifically used to send alarm signals to the target train to alert the train driver that there are foreign objects at the entrance of the railway tunnel.

[0062] For example, within the track circuit section, the double-circuit safety grid in structural column 1022 is disconnected, triggering the LBJ alarm on control device 102. This broadcasts alarm information such as "track type and kilometer marker" to nearby trains and simultaneously seals off the track circuit, creating a red light strip. In sections without track circuits, the double-circuit safety grid in front-end detection device 101 is disconnected, directly triggering the LBJ alarm. In both cases, control device 102 sends alarm signals to the remote management platform to trigger a pop-up notification.

[0063] Furthermore, such as Figure 5 As shown, the device provided in this embodiment may further include a first recovery switch 104 and a second recovery switch 105. The first recovery switch 104 is disposed at a preset position at the entrance of the railway tunnel. The first recovery switch 104 is communicatively connected to the control device 102. The second recovery switch 105 is disposed on a remote management platform. The second recovery switch 105 is communicatively connected to the control device 102.

[0064] The control device 102 is also used to send the alarm signal to the remote management platform.

[0065] Furthermore, such as Figure 5 As shown, the apparatus provided in this application embodiment may further include a video unit 106. The video unit 106 is disposed at a preset position at the entrance of a railway tunnel. The video unit 106 is communicatively connected to the control device 102. The control device 102 is further configured to generate a first acquisition signal and send the first acquisition signal to the video unit 106 when it is determined that the loop state of the dual loop is in an open state.

[0066] Specifically, the video unit 106 is used to acquire image information of the railway tunnel entrance upon receiving the acquisition signal and upload the image information to the remote management platform.

[0067] The image information includes, but is not limited to, images and videos. This application does not limit the specific form of the image information.

[0068] In another possible implementation, the video unit 106 is also used to acquire image information of the railway tunnel entrance upon receiving a second acquisition signal from the remote management platform, and upload the image information to the remote management platform.

[0069] For example, remote personnel can send a second acquisition signal to the video unit 106 through the remote management platform. After receiving the second acquisition signal, the video unit 106 acquires image information of the railway tunnel entrance and uploads the image information to the remote management platform so that the management personnel can understand the actual situation of the railway tunnel entrance at any time.

[0070] Furthermore, such as Figure 5 As shown, the apparatus provided in this application embodiment may further include a transformer 107. The transformer 107 is connected to the power supply line and the control device 102. The transformer 107 is used to convert the voltage of the power supply line into a safe voltage and transmit the safe voltage to the control device 102.

[0071] For example, transformer 107 can be a transformer that converts 220V voltage into a safe 24V voltage.

[0072] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A railway tunnel portal anti-sliding and intrusion limiting device, characterized in that, The device includes: multiple front-end detection devices, control devices, and alarm units; The front-end detection device is installed at a predetermined position at the entrance of the railway tunnel; the front-end detection device and the control device are connected via a dual-circuit system; in the event that the front-end detection device is impacted by a foreign object, the dual-circuit system is in an open state. The control device is communicatively connected to the alarm unit; the control device is used to monitor the loop status of the dual loops connected to each of the front-end detection devices, and generate an alarm signal when it is determined that the loop status of the dual loops is in an open state; the alarm signal is used to indicate that the front-end detection device has been impacted by a foreign object; The alarm unit is used to send the alarm signal to the target train to alert the train driver that there is a foreign object at the entrance of the railway tunnel.

2. The apparatus of claim 1, wherein, The dual circuit includes a first circuit and a second circuit; a first relay is provided on the first circuit; a second relay is provided on the second circuit; the control device is specifically used to monitor the circuit status of the first circuit through the first relay, monitor the circuit status of the second circuit through the second relay, and generate the alarm signal when it is determined that the circuit status of the first circuit is in an open state and the circuit status of the second circuit is in an open state.

3. The apparatus of claim 2, wherein, The control device is further configured to generate a fault signal when it detects that the loop status of the first loop or the loop status of the second loop is in an open state; the fault signal is used to alert the front-end detection device corresponding to the dual loops to a fault.

4. The apparatus of claim 1, wherein, The front-end detection device includes a protective net and structural columns; the two loops of each protective net are connected in parallel; The structural columns include L-shaped structural columns and straight structural columns; the L-shaped structural columns are located at the top of the railway tunnel entrance; the straight structural columns are located on the side of the mountain at the railway tunnel entrance; the two circuits of the structural columns are connected in series.

5. The apparatus of claim 1, wherein, The alarm unit includes a third relay; the third relay is a normally open relay; the control device is connected to the track through the third relay; The control device is specifically used to close the third relay when it is determined that the circuit state of the dual circuit is open, thereby connecting the two rails of the railway and generating the alarm signal.

6. The apparatus of claim 5, wherein, The alarm unit also includes a train protection alarm system; the control device is connected to the target train through the train protection alarm system. The control device is used to generate the alarm signal and send it to the train protection alarm system when it is determined that the loop status of the dual loop is in the open state. The train protection alarm system is specifically used to send the alarm signal to the target train, thereby alerting the train driver that a foreign object has appeared at the entrance of the railway tunnel.

7. The apparatus of claim 1, wherein, The device further includes a first recovery switch and a second recovery switch; the first recovery switch is disposed at a preset position at the entrance of the railway tunnel; the first recovery switch is communicatively connected to the control equipment; the second recovery switch is disposed on a remote management platform; the second recovery switch is communicatively connected to the control equipment. The control device is also used to send the alarm signal to the remote management platform.

8. The apparatus of claim 1, wherein, The device further includes a video unit; the video unit is disposed at a preset position at the entrance of the railway tunnel; the video unit is communicatively connected to the control device; the control device is further configured to generate a first acquisition signal and send the first acquisition signal to the video unit when it is determined that the loop status of the dual loop is in an open state. The video unit is used to acquire image information of the railway tunnel entrance upon receiving the acquisition signal, and upload the image information to the remote management platform.

9. The apparatus of claim 8, wherein, The video unit is also used to acquire image information of the railway tunnel entrance upon receiving the second acquisition signal from the remote management platform, and to upload the image information to the remote management platform.

10. The apparatus of claim 1, wherein, The device further includes a transformer; the transformer is connected to the power supply line and the control equipment; the transformer is used to convert the voltage of the power supply line into a safe voltage and transmit the safe voltage to the control equipment.

Images