Train safety laser radar monitoring device

Abstract

The application relates to a train safety laser radar monitoring device and belongs to the technical field of train safety devices.The device comprises a train track, a rack is slidably arranged on the top of the train track, fixing grooves are formed in the two ends of the rack, and bevel gears a are rotatably arranged on the inner walls of the fixing grooves.The device has the beneficial effects that the rack is slidably arranged on the top of the train track, the height of the lifting piece is adjusted by the driving of the transmission structure such as the servo motor a, the bevel gear a and the bevel gear b, the limiting wheel a is driven to rotate by the servo motor b, the rack can move along the track autonomously without manual pushing or traction, meanwhile, the array scanning laser radar arranged in the bottom of the rack can continuously scan when the rack moves, the single detection coverage is no longer limited by the manual inspection "section-by-section observation", the long-distance track can be continuously detected, and the efficient detection demand under the high-density operation of modern track traffic can be met.

Description

Technical Field

[0001] This application relates to the field of train safety equipment technology, and in particular to a train safety lidar monitoring device. Background Technology

[0002] As the core transportation tool of the modern transportation system, the train undertakes the key transportation tasks of passenger and freight transport due to its advantages of large capacity and high stability. Its operation safety is directly related to the safety of people's lives and property. The track, as the basic support structure for train operation, is the core prerequisite for ensuring the safe operation of the train. During the long-term operation of the train, the wheel-rail system is continuously subjected to the impact, friction and vibration of the train load, and the track is prone to defects such as deep indentation, rail peeling and tread wear.

[0003] Currently, the industry mainly relies on manual inspection for detecting track defects. This method requires operation during train shutdowns and has significant limitations: on the one hand, manual inspection requires staff to observe and measure at close range, and the coverage area per inspection is limited, making it difficult to achieve efficient detection of the entire line; on the other hand, the detection results are easily affected by subjective and objective factors such as the staff's experience, physical strength, and ambient light, which poses a risk of missed defects and misjudgments. This method can no longer meet the high efficiency and accuracy requirements for track safety detection under the high-density operation of modern rail transit. Utility Model Content

[0004] In view of the above-mentioned problems existing in the prior art, the main objective of this application is to provide a train safety lidar monitoring device.

[0005] The technical solution of this application is as follows: A train safety lidar monitoring device includes a train track. A frame is slidably installed on the top of the train track. Fixed grooves are provided at both ends inside the frame. A bevel gear a is rotatably installed on the inner wall of each fixed groove. A screw is threaded to both ends of the top of the frame. The bottom end of each screw extends into the interior of the fixed groove and is fixedly connected to a bevel gear b. The bevel gear b meshes with the bevel gear a. A lifting component is threaded to the outer side of each screw. Three reinforcing ribs are fixedly connected to the bottom of each lifting component. A mounting bracket is fixedly connected between the three reinforcing ribs. A limit wheel a is rotatably installed on the side of two mounting brackets that are close to each other.

[0006] In a preferred embodiment, limit components are provided on both sides of the frame. Each limit component includes two limit frames fixedly connected to both sides of the frame. Each limit frame has a limit block slidably connected inside it. The two limit blocks are fixedly connected to both sides of the lifting component.

[0007] In a preferred embodiment, a stabilizing component is provided on one side of the frame. The stabilizing component includes a head plate fixedly connected to one side of the frame, and fixing rods are fixedly connected to both ends of the bottom of the head plate.

[0008] In a preferred embodiment, the stabilizing component further includes two clamping plates fixedly connected to the outer periphery of the fixing rod, and two limiting wheels b are rotatably mounted between the two clamping plates.

[0009] In a preferred embodiment, two servo motors b are fixedly installed on the inner wall of the mounting bracket, and the output shafts of the servo motors b are fixedly connected to the rotation shafts of the corresponding limit wheels a.

[0010] In a preferred embodiment, a servo motor a is built inside the frame and located between two fixed slots, and the output shaft of the servo motor a is fixedly connected to the rotation part of the bevel gear a.

[0011] In a preferred embodiment, an array scanning laser radar is fixedly installed at one end of the bottom of the frame, and the limiting wheels b all abut against the outer periphery of the train track.

[0012] Compared with the prior art, the advantages and positive effects of this application are as follows:

[0013] 1. In this application, the device slides a frame on the top of the train track and uses a transmission structure such as servo motor a, bevel gear a, and bevel gear b to drive the lifting component to adjust the height. With the servo motor b driving the limit wheel a to rotate, the frame can move autonomously along the track without relying on manual pushing or traction. At the same time, the array scanning laser radar built into the bottom of the frame can perform continuous scanning as the frame moves. The coverage of a single detection is no longer limited by the "segment-by-segment observation" of manual inspection. It can perform uninterrupted detection on long-distance tracks, thereby meeting the high-efficiency detection needs of modern rail transit under high-density operation.

[0014] 2. In this application, the rotation of the servo motor a can drive the bevel gears a at both ends to rotate, which in turn drives the corresponding bevel gear b to rotate. Under the action of the limiting component, the mounting frame and the limiting wheel a can move up and down, so as to be suitable for use on train tracks of different thicknesses, thereby improving the adaptability of the structure. Attached Figure Description

[0015] Figure 1 This application provides an overall perspective view of a train safety lidar monitoring device;

[0016] Figure 2 This application provides a top view of a train safety lidar monitoring device;

[0017] Figure 3This application provides a side view of a train safety lidar monitoring device;

[0018] Figure 4 This application provides a schematic diagram of a limit component for a train safety lidar monitoring device.

[0019] Legend: 1. Train track; 2. Frame; 3. Array scanning lidar; 4. Lifting component; 5. Reinforcing rib; 6. Mounting bracket; 7. Limiting wheel a; 8. Head plate; 9. Fixing rod; 10. Clamping plate; 11. Limiting wheel b; 12. Fixing groove; 13. Screw; 14. Bevel gear a; 15. Bevel gear b; 16. Limiting frame; 17. Limiting block; 18. Servo motor a; 19. Servo motor b. Detailed Implementation

[0020] The technical solutions in 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. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0021] Reference Figure 1-4 A train safety lidar monitoring device includes a train track 1, a frame 2 slidably mounted on the top of the train track 1, fixed grooves 12 at both ends of the frame 2, bevel gears a14 rotatably mounted on the inner walls of the fixed grooves 12, screws 13 threadedly connected to both ends of the top of the frame 2, the bottom ends of the screws 13 extending into the interior of the fixed grooves 12 and fixedly connected to bevel gears b15, the bevel gears b15 meshing with the bevel gears a14, lifting components 4 threadedly connected to the outer sides of the screws 13, three reinforcing ribs 5 fixedly connected to the bottom of each lifting component 4, and mounting brackets 6 fixedly connected between the three reinforcing ribs 5, with two mounting brackets 6 close to each other... The device features a rotatable limit wheel a7 mounted on each side. The frame 2 is slidably mounted on the top of the train track 1, and the lifting component 4 is driven by a transmission structure including a servo motor a18, bevel gear a14, and bevel gear b15 to adjust its height. The servo motor b19 drives the limit wheel a7 to rotate, allowing the frame 2 to move autonomously along the track without manual pushing or traction. Simultaneously, the array-scanning laser radar 3 built into the bottom of the frame 2 can continuously scan as the frame 2 moves. The coverage area of ​​a single inspection is no longer limited by the "segment-by-segment observation" of manual inspections, enabling uninterrupted inspection of long-distance tracks and meeting the high-efficiency inspection needs of modern rail transit under high-density operation.

[0022] Specifically, limit components are provided on both sides of the frame 2. The limit components include two limit frames 16 fixedly connected to both sides of the frame 2. Limit blocks 17 are slidably connected inside the limit frames 16. The two limit blocks 17 are fixedly connected to both sides of the lifting component 4 respectively. A stabilizing component is provided on one side of the frame 2. The stabilizing component includes a first plate 8 fixedly connected to one side of the frame 2. The structure formed by the first plate 8, the fixing rod 9, and the clamping plate 10, together with the limit wheel b11 that abuts against the outer periphery of the train track 1, restricts the lateral displacement of the frame 2, ensures that the array scanning lidar 3 maintains a stable scanning angle and distance, further improves data accuracy, and reduces the risk of missed detection and misjudgment of defects. The two ends of the bottom of the first plate 8 are fixedly connected to the fixing rod 9. The stabilizing component also includes two clamping plates 10 fixedly connected to the outer periphery of the fixing rod 9. Two limit wheels b11 are rotatably installed between the two clamping plates 10.

[0023] Specifically, two servo motors b19 are fixedly installed on the inner wall of the mounting frame 6. The output shafts of the servo motors b19 are fixedly connected to the rotation shafts of the corresponding limit wheels a7. Through the double limiting of the limit wheels a7 and b11, the frame 2 can be guaranteed to operate stably on complex sections such as curved tracks, thus expanding the applicable scenarios. A servo motor a18 is built into the inside of the frame 2 and located between the two fixed slots 12. The output shafts of the servo motors a18 are fixedly connected to the rotation of the bevel gear a14. An array scanning laser radar 3 is fixedly installed at one end of the bottom of the frame 2. The limit wheels b11 all abut against the outer periphery of the train track 1.

[0024] Working principle: First, the operator can place the frame 2 on the train track 1 and start the servo motor a18 through an external controller. The rotation of the servo motor a18 drives the bevel gears a14 at both ends to rotate, which in turn drives the corresponding bevel gears b15 to rotate. Under the action of the limiting component, the mounting frame 6 and the limiting wheel a7 can move up and down, thus making it suitable for use on train tracks 1 of different thicknesses, thereby improving the adaptability of the structure. As the output shaft of the servo motor b19 rotates, it can drive the frame 2 to move autonomously along the track without relying on manual pushing or traction. At the same time, the array scanning laser radar 3 built into the bottom of the frame 2 can continuously scan as the frame 2 moves. The coverage of a single detection is no longer limited by the "segment-by-segment observation" of manual inspection, and can perform uninterrupted detection on long-distance tracks, thereby meeting the high-efficiency detection needs of modern rail transit under high-density operation.

[0025] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installed," "equipped with," "connected," etc., should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be a connection within two components. For those skilled in the art, the specific meaning of the above terms in this utility model can be understood according to the specific circumstances.

[0026] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A train safety lidar monitoring device, comprising train track (1), characterized in that: A frame (2) is slidably installed on the top of the train track (1). Fixed grooves (12) are provided at both ends of the frame (2). A bevel gear a (14) is rotatably installed on the inner wall of the fixed groove (12). A screw (13) is threaded to both ends of the top of the frame (2). The bottom end of the screw (13) extends into the interior of the fixed groove (12) and is fixedly connected to a bevel gear b (15). The bevel gear b (15) meshes with the bevel gear a (14). A lifting component (4) is threaded to the outside of the screw (13). Three reinforcing ribs (5) are fixedly connected to the bottom of the lifting component (4). A mounting bracket (6) is fixedly connected between the three reinforcing ribs (5). A limit wheel a (7) is rotatably installed on the side of the two mounting brackets (6) that are close to each other.

2. The train safety lidar monitoring device according to claim 1, characterized in that: Limiting components are provided on both sides of the frame (2). The limiting components include two limiting frames (16) fixedly connected to both sides of the frame (2). The limiting frames (16) are slidably connected to the inside of each limiting block (17). The two limiting blocks (17) are fixedly connected to both sides of the lifting component (4).

3. The train safety lidar monitoring device according to claim 1, characterized in that: A stabilizing component is provided on one side of the frame (2). The stabilizing component includes a head plate (8) fixedly connected to one side of the frame (2). Both ends of the bottom of the head plate (8) are fixedly connected to fixing rods (9).

4. The train safety lidar monitoring device according to claim 3, characterized in that: The stabilizing component also includes two clamping plates (10) fixedly connected to the outer periphery of the fixing rod (9), and two limiting wheels b (11) are rotatably installed between the two clamping plates (10).

5. The train safety lidar monitoring device according to claim 1, characterized in that: Two servo motors b (19) are fixedly installed on the inner wall of the mounting bracket (6), and the output shafts of the servo motors b (19) are fixedly connected to the rotation shafts of the corresponding limit wheels a (7).

6. The train safety lidar monitoring device according to claim 1, characterized in that: A servo motor a (18) is built inside the frame (2) and located between two fixed slots (12). The output shaft of the servo motor a (18) is fixedly connected to the rotation point of the bevel gear a (14).

7. A train safety lidar monitoring device according to claim 4, characterized in that: One end of the bottom of the frame (2) is fixedly equipped with an array scanning laser radar (3), and the limiting wheels b (11) all abut against the outer periphery of the train track (1).

Images