A tunnel rail vehicle anti-slip system

Abstract

The utility model relates to the field of tunnel safety, concretely relates to a tunnel has rail locomotive anti -slip system, including trolley roof beam, the trolley roof beam below is equipped with the installation recess, the installation recess is located the ground in the tunnel, is equipped with the intercepting plate in the installation recess, the intercepting plate top is equipped with the lifting system, the lifting system one end is connected with the intercepting plate, the other end is connected with the trolley roof beam, the tunnel has rail locomotive anti -slip system still includes control system and signal light device, and control system includes control unit, sensor unit and processing unit, and control unit is used to receive control command and will control command delivery to processing unit, and processing unit is used for controlling the lifting system to lift, and sensor unit is located in the installation recess, and sensor unit is used to gather the position information of intercepting plate, and signal light device is used to receive the position information of intercepting plate and display, through control unit and processing unit make the intercepting plate can lift, reduce the risk of rail locomotive slip.

Description

Technical Field

[0001] This utility model relates to the field of tunnel safety, and in particular to a system for preventing railcars from slipping off a tunnel. Background Technology

[0002] During tunnel construction, to accelerate excavation and ensure the timely supply of construction materials and equipment, tunnel boring machines (TBMs) or other tunnel boring machines are often used. As the excavation progresses, tracks need to be laid simultaneously inside the tunnel to meet the transportation needs of construction materials. Therefore, railcars are typically used to transport tunnel segments, concrete, steel reinforcement, and other construction materials from outside the tunnel to the excavation face. Existing rail-mounted locomotives used in tunnel construction are generally equipped with pneumatic braking systems as the basic braking method. This system controls the braking mechanism with compressed air to achieve start-stop control of the locomotive. Under normal construction conditions, this type of braking system can meet the safety requirements of conventional transportation operations; However, in tunnel construction scenarios with complex terrain and significant longitudinal slopes, the gradient has a substantial impact. If the railcar fails to brake due to operational errors, air leaks in the air pressure system, aging brake components, or other malfunctions, the locomotive may slip under the influence of gravity. Given the confined space and dense workforce in tunnels, such slippage could easily cause direct impacts on personnel and equipment in the construction area below, posing serious safety hazards and equipment damage risks. Utility Model Content

[0003] The purpose of this invention is to overcome the shortcomings of existing rail locomotives in transporting vehicles in tunnels with steep gradients, where brake system failure can lead to runaway and safety issues. This invention provides a system to prevent runaway rail locomotives in tunnels.

[0004] In a first aspect, the present invention provides a track locomotive anti-runaway system in a tunnel, including a trolley upper beam, an installation groove provided below the trolley upper beam, the installation groove being located on the ground inside the tunnel, an interception plate provided in the installation groove, and a lifting system provided on the top of the interception plate, one end of the lifting system being connected to the interception plate and the other end being connected to the trolley upper beam; The anti-runaway system for railcars inside the tunnel also includes a control system and signal lights. The control system includes a control unit, a sensor unit, and a processing unit. The control unit is used to receive control commands and transmit the control commands to the processing unit; The processing unit is used to control the lifting system to lift; The sensor unit is located within the mounting groove, and the sensor unit is used to collect the position information of the interceptor plate. The signal light device is used to receive and display the position information of the interceptor plate.

[0005] This invention provides a system to prevent railcars from slipping in tunnels. An installation groove is provided below the upper beam of the trolley in the tunnel, located on the tunnel floor. A movable interceptor plate is installed within the groove. This interceptor plate is raised and lowered by a lifting system mounted on the upper beam of the trolley. The system includes a control unit and a processing unit. When railcars are transporting goods in the tunnel, the control unit and processing unit enable the interceptor plate to rise, reducing the risk of the railcar slipping and continuing into the depths of the tunnel, especially in steep tunnels. In the event of abnormal movement, the interceptor plate becomes an effective physical barrier, preventing the railcar from sliding and reducing the impact on personnel, equipment, or materials ahead. The system also includes a sensor unit that collects the position information of the interceptor plate. This sensor unit is electrically connected to a signal light device, which monitors the raising and lowering status of the interceptor plate in real time and transmits the position signal to the signal light device for visual display. This allows construction personnel or the railcar driver to visually determine the opening and closing status of the interceptor plate using the signal light.

[0006] Preferably, the interceptor plate includes a plurality of vertical stiffening plates and a plurality of horizontal stiffening plates, the horizontal stiffening plates being connected to the vertical stiffening plates and the horizontal stiffening plates and the vertical stiffening plates being spaced apart.

[0007] The interceptor plate is reinforced by a series of vertical and horizontal stiffening plates, forming a crisscross structure. This significantly improves the interceptor plate's resistance to bending, compression, and deformation under stress, ensuring that it is not easily deformed or damaged when subjected to the impact of locomotive weight or lateral forces. The stiffening plates are arranged at intervals, which ensures the necessary strength of the interceptor plate while avoiding redundant use of materials. This reduces the overall weight while ensuring strength, which is beneficial to the driving efficiency and energy-saving operation of the lifting system.

[0008] Preferably, each of the vertical stiffening plates has a connecting part at its top, and the vertical stiffening plate is connected to the lifting system through the connecting part.

[0009] By setting a connecting part at the top of each vertical stiffening plate, the intercepting plate and the lifting system are connected at multiple points, which disperses the load stress, avoids damage to the connection parts due to single-point force, and improves the stability and durability of the overall structure.

[0010] Preferably, the lifting system includes a geared motor, one end of which is connected to the upper beam of the trolley and the other end is connected to a hinge. The geared motor is connected to the intercepting plate through the hinge.

[0011] The geared motor and the interceptor plate are connected by a hinge, making installation more flexible and convenient. This facilitates future system disassembly, replacement, or maintenance, reducing maintenance difficulty and cost.

[0012] Preferably, the signal light device includes a red indicator light, a green indicator light, and a signal control module. The signal control module is connected to the sensor unit and is used to control the on / off state of the red and green indicator lights according to the lifting and lowering state of the interceptor plate. When the barrier is in the raised position, the red indicator light will illuminate, indicating that passage is prohibited; When the barrier is in the retracted position, the green indicator light illuminates, indicating that passage is permitted.

[0013] Preferably, the signal light device is located upstream of the interceptor plate.

[0014] This allows construction workers to know the opening and closing status of the barrier in advance and to carry out subsequent work in a timely manner based on the opening and closing status and on-site needs.

[0015] Preferably, the sensor unit body is a limit switch.

[0016] Preferably, the interceptor plate body is a plastic structural component.

[0017] The interceptor plate body is made of plastic structural components, which can undergo controllable deformation when impacted by a railcar, effectively absorbing impact energy, reducing the risk of damage to the railcar and its own structure, and improving the safety of the system.

[0018] Preferably, the plastic structural component is made of aluminum alloy.

[0019] Compared with the prior art, the beneficial effects of this utility model are as follows: 1. This utility model provides a system for preventing railcars from slipping in tunnels. An installation groove is provided below the upper beam of the trolley in the tunnel, and this groove is located on the tunnel floor. A movable intercepting plate is installed within the groove. The intercepting plate is raised and lowered by a lifting system mounted on the upper beam of the trolley. This system is equipped with a control unit and a processing unit. When railcars are transporting goods in the tunnel, the control unit and processing unit enable the intercepting plate to rise, reducing the risk of the railcar slipping and continuing into the depths of the tunnel, especially in steep tunnels. If the railcar moves abnormally, the intercepting plate becomes an effective physical barrier, preventing the railcar from sliding down and reducing the impact on personnel, equipment, or materials ahead. The system also includes a sensor unit that collects the position information of the intercepting plate. This sensor unit is electrically connected to a signal light device, which monitors the raising and lowering status of the intercepting plate in real time and transmits the position signal to the signal light device for visual display. This allows construction personnel or the railcar driver to visually determine the opening and closing status of the intercepting plate through the signal light. Attached Figure Description

[0020] Figure 1 This is a schematic diagram illustrating the application of the anti-runaway system for rail locomotives in tunnels according to this utility model. Figure 2 This is a schematic diagram of the interceptor plate in this utility model; Figure 3 This is a front view of the interceptor plate in this utility model; Figure 4 This is a schematic diagram of the lifting system in this utility model; Figure 5 This is a schematic diagram of the control system in this utility model; Figure 6 This is a schematic diagram showing the connection between the sensor unit and the signal light device in this utility model.

[0021] The markings in the diagram are: 1-Cart upper beam; 2-Mounting groove; 3-Blocking plate; 31-Vertical stiffening plate; 311-Connecting part; 32-Horizontal stiffening plate; 4-Lifting system; 41-Gear motor; 42-Hinge; 5-Control system; 51-Control unit; 52-Sensor unit; 53-Processing unit; 6-Signal light device; 61-Red indicator light; 62-Green indicator light; 63-Signal control module. Detailed Implementation

[0022] The present invention will be further described in detail below with reference to specific embodiments. However, it should not be construed as limiting the scope of the present invention to the following embodiments; all technologies implemented based on the content of the present invention fall within the scope of the present invention.

[0023] Unless otherwise specified, the use of terms such as "upper," "lower," "left," "right," "center," "inner," and "outer" to indicate orientation or positional relationships in the description of specific embodiments of this utility model is based on the orientation or positional relationships shown in the accompanying drawings, or the orientation or positional relationship in which the utility model product / equipment / device is typically placed during use. These terms are merely for the purpose of facilitating the description of the utility model solution or simplifying the description in specific embodiments, enabling those skilled in the art to quickly understand the solution, and do not indicate or imply that a specific device / component / element must have a specific orientation, or be constructed and operated in a specific positional relationship. Therefore, they should not be construed as limitations on this utility model.

[0024] Furthermore, the use of terms such as "horizontal," "vertical," "suspended," and "parallel" does not imply that the corresponding device / component / element must be absolutely horizontal, vertical, suspended, or parallel, but rather that it can be slightly tilted or have a deviation. For example, "horizontal" merely means that its direction is more horizontal relative to "vertical," not that the structure must be completely horizontal, but can be slightly tilted. Alternatively, it can be simplified to mean that the corresponding device / component / element, when set in a "horizontal," "vertical," "suspended," or "parallel" direction, can have an error / deviation of ±10% relative to the corresponding direction, more preferably within ±8%, more preferably within ±6%, more preferably within ±5%, and more preferably within ±4%. As long as the corresponding device / component / element is within the error / deviation range, it can still achieve its function in the present invention.

[0025] Furthermore, the use of terms such as "first," "second," and "third" in terminology is merely for distinguishing descriptions of identical or similar components and should not be interpreted as emphasizing or implying the relative importance of a particular component.

[0026] Furthermore, in the description of the embodiments of this utility model, "several", "multiple", and "several" represent at least two. The number can be any number, such as two, three, four, five, six, seven, eight, or nine, and can even exceed nine.

[0027] Furthermore, in the description of the technical solution of this utility model, unless otherwise explicitly specified / limited / restricted, the terms "set up," "install," "connect," "link," "equipped with," "laid out," and "arranged" should be interpreted broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to common connection methods in the art, such as welding, riveting, bolting, and threaded connections. Such connections can be mechanical, electrical, or communication connections; they can be direct connections or indirect connections through an intermediate medium; and they can refer to the internal communication between two components.

[0028] Example 1 like Figure 1 , Figure 4 , Figure 5 and Figure 6 The above describes a track-mounted locomotive anti-runaway system in a tunnel, which includes a trolley upper beam 1 located in the tunnel. The tunnel floor is also provided with an installation groove 2 located below the trolley upper beam 1. An intercepting plate 3 is movably connected in the installation groove 2. The intercepting plate 3 can move up and down within the installation groove 2. A lifting device is also installed on the trolley upper beam 1. The lifting device includes a reduction motor 41 connected to the trolley upper beam 1. The output end of the reduction motor 41 is connected to a hinge 42. The reduction motor 41 is connected to the top of the intercepting plate 3 below through the hinge 42, so that the reduction motor 41 can control the intercepting plate 3 to move up and down within the installation groove 2 through the hinge 42. The anti-runaway system for railcars inside the tunnel also includes a control system 5 and a signal light device 6. The control system 5 includes a control unit 51, a sensor unit 52, and a processing unit 53. The control unit 51 receives control commands and transmits them to the processing unit 53. The processing unit 53 controls the lifting system 4 to move up and down. The sensor unit 52 is located in the mounting groove 2 and collects the position information of the interceptor plate 3. The signal light device 6 receives and displays the position information of the interceptor plate 3. This system, equipped with the control unit 51 and processing unit 53, allows for pre-pressing of the control unit 51 and processing unit 53 to prevent runaway railcars from traveling through the tunnel. 3 enables the interceptor plate 3 to rise, preventing subsequent railcars from slipping when running in tunnels with steep gradients. If the railcar moves abnormally, the interceptor plate 3 becomes an effective physical barrier, stopping the railcar from sliding down and reducing the impact on construction personnel, equipment, or materials ahead. The system is also equipped with a sensor unit 52 that collects the position information of the interceptor plate 3. The sensor unit 52 is electrically connected to the signal light device 6. The sensor unit 52 monitors the lifting status of the interceptor plate 3 in real time and transmits the position signal to the signal light device 6 for visual display, allowing construction personnel or railcar drivers to intuitively judge the opening and closing status of the interceptor plate 3 through the signal light.

[0029] Optionally, a trigger button can be installed inside the tunnel to issue lifting commands to the control unit 51. Specifically, the anti-runaway system for railcars inside the tunnel also includes a control system 5 and a signal light device 6. The control system 5 includes a control unit 51, a sensor unit 52, a processing unit 53, and a trigger button. The trigger button is located inside the tunnel and upstream of the interceptor plate 3. The trigger button is used to send control commands to the control unit 51. The control unit 51 is used to receive the control commands and transmit them to the processing unit 53. The processing unit 53 is used to control the lifting system 4 to lift. The sensor unit 52 is electrically connected to the signal light device 6 and is used to collect data from the interceptor plate. The position information of the interceptor plate 3 is received and displayed by the signal light device 6. Specifically, when the locomotive needs to transport goods into the tunnel during tunnel construction, the operator first learns the opening and closing status of the interceptor plate 3 through the signal light device 6. If the interceptor plate 3 is in the closed state (lowered into the mounting groove 2), the operator sends a start command to the control unit 51 by pressing the trigger button. After receiving the start command, the control unit 51 sends the command to the processing unit 53. The processing unit 53 controls the lifting system 4 to work (that is, the processing unit 53 controls the reduction motor 41 to work, and the reduction motor 41 lifts the hinge 42) to realize the rise of the interceptor plate 3.

[0030] In one or more embodiments, the interceptor plate 3 includes several vertical stiffening plates 31 and several horizontal stiffening plates 32. The horizontal stiffening plates 32 are connected to the vertical stiffening plates 31, and the horizontal stiffening plates 32 and the vertical stiffening plates 31 are spaced apart. By setting several vertical stiffening plates 31 and horizontal stiffening plates 32, the interceptor plate 3 forms a crisscrossing reinforced structure, which significantly improves the bending, compressive and deformation resistance of the interceptor plate 3 under stress, ensuring that it is not easily deformed or damaged under the impact of locomotive weight or lateral force. The spaced arrangement of the stiffening plates ensures the necessary strength of the interceptor plate 3 and avoids redundant use of materials. While ensuring strength, it reduces the overall weight, which is beneficial to the driving efficiency and energy-saving operation of the lifting system 4. Furthermore, each vertical stiffening plate 31 is provided with a connecting part 311 at its top. The vertical stiffening plate 31 is connected to the lifting system 4 through the connecting part 311. By providing a connecting part 311 at the top of each vertical stiffening plate 31, a multi-point connection is achieved between the intercepting plate 3 and the lifting system 4, dispersing the load stress and preventing damage to the connecting part 311 due to single-point stress, thereby improving the stability and durability of the overall structure. Figure 2 and Figure 3 As shown.

[0031] In one or more embodiments, the traffic light device 6 includes a red indicator light 61, a green indicator light 62, and a signal control module 63. The signal control module 63 is connected to the sensor unit 52 and is used to control the on / off state of the red indicator light 61 and the green indicator light 62 according to the lifting and lowering state of the interceptor plate 3. When the interceptor plate 3 is in the raised state, the red indicator light 61 is lit. When the interceptor plate 3 is in the lowered and retracted state, the green indicator light 62 is lit, indicating that passage is permitted. Specifically, when the interceptor plate 3 is in the raised state, after receiving the "raised to position" status signal of the interceptor plate 3, the signal control module 63 automatically controls the red indicator light 61 to light up, indicating that the current passage path has been physically blocked. When the interceptor plate 3 is in the lowered and retracted state, after recognizing the signal of the interceptor plate 3 lowering, the signal control module 63 automatically turns off the red indicator light 61 and lights up the green indicator light 62, indicating that the interceptor plate 3 has lowered. Furthermore, the signal light device 6 is located upstream of the interceptor plate 3, allowing construction personnel to know the opening and closing status of the interceptor plate 3 in advance and to carry out subsequent work promptly based on the opening and closing status and on-site needs, such as... Figure 1 and Figure 6 As shown.

[0032] In one or more embodiments, the sensor unit 52 body is a limit switch; Furthermore, the limit switch can be installed within the mounting recess 2.

[0033] In one or more embodiments, the interceptor plate 3 body is a plastic structural component.

[0034] 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. A system for preventing runaway trains in tunnels, characterized in that, Includes a trolley upper beam (1), with an installation groove (2) below the trolley upper beam (1), the installation groove (2) being located on the ground inside the tunnel, an interception plate (3) being provided in the installation groove (2), and a lifting system (4) being provided on the top of the interception plate (3), with one end of the lifting system (4) connected to the interception plate (3) and the other end connected to the trolley upper beam (1); The anti-runaway system for railcars in the tunnel also includes a control system (5) and a signal light device (6). The control system (5) includes a control unit (51), a sensor unit (52) and a processing unit (53). The control unit (51) is used to receive control commands and transmit the control commands to the processing unit (53). The processing unit (53) is used to control the lifting system (4) to lift; The sensor unit (52) is located in the mounting groove (2), and the sensor unit (52) is used to collect the position information of the interceptor plate (3); The signal light device (6) is used to receive and display the position information of the interceptor plate (3).

2. The anti-runaway system for railcars in tunnels according to claim 1, characterized in that, The interceptor plate (3) includes several vertical stiffening plates (31) and several horizontal stiffening plates (32). The horizontal stiffening plates (32) are connected to the vertical stiffening plates (31), and the horizontal stiffening plates (32) and the vertical stiffening plates (31) are spaced apart.

3. The anti-runaway system for railcars in tunnels according to claim 2, characterized in that, Each of the vertical stiffening plates (31) is provided with a connecting part (311) at the top, and the vertical stiffening plate (31) is connected to the lifting system (4) through the connecting part (311).

4. The anti-runaway system for railcars in tunnels according to claim 1, characterized in that, The lifting system (4) includes a geared motor (41), one end of which is connected to the upper beam (1) of the trolley and the other end is connected to a hinge (42). The geared motor (41) is connected to the interceptor plate (3) through the hinge (42).

5. A system for preventing runaway trains in tunnels according to claim 1, characterized in that, The signal light device (6) includes a red indicator light (61), a green indicator light (62) and a signal control module (63). The signal control module (63) is connected to the control unit (51) and is used to control the on / off state of the red indicator light (61) and the green indicator light (62) according to the lifting state of the interceptor plate (3). When the barrier (3) is in the raised state, the red indicator light (61) lights up, indicating that passage is prohibited; When the barrier plate (3) is in the retracted state, the green indicator light (62) lights up, indicating that passage is permitted.

6. The anti-runaway system for railcars in tunnels according to claim 1, characterized in that, The signal light device (6) is located upstream of the interceptor plate (3).

7. A system for preventing runaway trains in tunnels according to claim 1, characterized in that, The sensor unit (52) body is a limit switch.

8. A system for preventing runaway trains in tunnels according to any one of claims 1-7, characterized in that, The interceptor plate (3) is a plastic structural component.

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