Railway vehicle air discharge lever operating apparatus

Abstract

The utility model relates to the technical field of railway vehicle, provide a kind of railway vehicle exhaust rod operating equipment, including the chassis of drive wheel and being located on its control module, mechanical arm and vision unit;Vision unit is electrically connected with control module, including the fixed distance radar for identifying and the relative position of car compartment being located on chassis, and the positioning camera for positioning exhaust rod being located on the end of mechanical arm;Mechanical arm end is equipped with operating module, including push rod, its one end is equipped with push head, and with drag hook structure;Control module controls mechanical arm and drive wheel action, drives equipment to move along car compartment;In the utility model, mechanical arm is preferentially pulled exhaust rod pull ring with drag hook, when meeting card stagnation, change to push, reverse force to remove card stagnation and complete brake mechanism pressure relief;Equipment can sequentially trigger each car brake mechanism pressure relief, without manual intervention, effectively reduce labor intensity, action coherent, improve pressure relief efficiency.

Description

Technical Field

[0001] This utility model relates to the field of rail vehicle technology, and specifically provides a railway vehicle exhaust boom operating device. Background Technology

[0002] The air braking system of railway vehicles is a core component ensuring train operation safety. It controls the braking and releasing actions of the vehicle through changes in compressed air pressure. Within this system, the exhaust valve (or release valve handle, manual exhaust device) is a crucial basic operating component used to manually trigger the exhaust action of the braking system locally. Specifically... Figure 8 As shown, the exhaust rod is equipped with a pull ring that protrudes from the side of the carriage. In general, the exhaust rod of a railway vehicle is located in the middle of the corresponding carriage, and the pressure of the braking mechanism is released by pushing or pulling the pull ring.

[0003] For freight railway vehicles, after stopping at the station, a locomotive needs to tow the train to a designated location for unloading. Before the locomotive tows the train, the braking system needs to be depressurized to release the brakes and reduce the resistance of the locomotive. However, the braking system of each car is relatively independent. When depressurizing, station staff must walk to the ventilation rod of each car in turn, bend over, and use tools to push or pull the ventilation rod to depressurize all cars. Since a large number of cars stop and unload at each platform every day, this manual operation of the ventilation rods requires staff to walk back and forth, which is inefficient and physically demanding. Furthermore, the repetitive bending and exertion can easily lead to chronic musculoskeletal strain, especially lower back pain and lumbar spine-related diseases.

[0004] To reduce manual labor, existing technologies have developed solutions that use automated equipment (such as mobile carts) to replace manual operations. These devices typically incorporate vision recognition systems (such as cameras) to identify and locate the exhaust manifold, then use a hook structure on the device to pull the manifold's ring to release pressure. However, this approach still has significant drawbacks in practical applications: because the exhaust manifold is exposed to harsh environments for extended periods, it may become rusted, accumulate dirt, or experience wear, leading to sluggish movement or even jamming. When the exhaust manifold is jammed, the single pulling operation mode cannot successfully pull the ring to release pressure. In this situation, the operator must interrupt the automated process and intervene manually, or the equipment needs to be replaced with a structure that allows pushing. This not only leads to failed pressure release operations and severely impacts operational efficiency but also significantly diminishes the advantages of automation. Utility Model Content

[0005] To address the aforementioned problems, this invention provides a highly efficient automated device that can handle exhaust valve jamming and integrates both push-pull operation modes, thereby improving vehicle depressurization efficiency. The specific technical solution is as follows:

[0006] A railway vehicle exhaust boom operating device includes a chassis with drive wheels, a control module mounted on the chassis, a robotic arm, and a vision unit. The vision unit includes a positioning camera, which is located at the end of the robotic arm for locating the position of the exhaust boom. The drive wheels, positioning camera, and robotic arm are electrically connected to the control module. An operating module is also provided at the end of the robotic arm. The operating module includes a push rod, one end of which is connected to the robotic arm, and the other end of which is provided with a push head. The front side of the push head has a push groove, and the rear side of the push head has a hook groove. In this solution, the operation module integrates a hook structure formed by the hook groove and a pusher structure that can push the pull ring. The control module controls the chassis with drive wheels to move the equipment along the parked railway car. The robotic arm first drives the hook formed by the hook groove of the operation module to pull the pull ring of the exhaust rod. When the exhaust rod is stuck, the robotic arm can immediately push the pull ring and apply reverse force to the pull ring, quickly releasing the exhaust rod from the stuck position and simultaneously releasing the pressure of the braking mechanism. This triggers the pressure release action of the braking mechanism of each car in sequence. No manual intervention is required, which can effectively reduce the labor intensity of the staff. The entire equipment operates smoothly and can effectively improve the vehicle pressure release efficiency.

[0007] When pushing, the push head needs to contact the pull ring on the exhaust rod. However, the pull ring may deflect at a certain angle along the rod axis of the exhaust rod in the initial state. The push groove at the end of the push rod on the push head can improve the fault tolerance. When the pull ring of the exhaust rod is contacted by the push head, the pull ring will rotate towards the center of the push groove. At the same time, it can also ensure stable contact between the pull ring and the push part during the pushing process, ensuring the pushing effect on the exhaust rod.

[0008] Preferably, the pusher head has symmetrically arranged hook grooves on both sides.

[0009] Preferably, the front side of the pusher head has multiple push slots, each distributed along the width direction of the pusher head. In this design, multiple push slots are provided, ensuring that the pull ring of the exhaust rod falls into at least one push slot when the pusher head is activated, as long as the height of the pusher rod is aligned with the exhaust rod. This further increases the fault tolerance when the operation module is pushed.

[0010] Preferably, the pusher head has a flat plate structure.

[0011] Preferably, the pusher head is a one-piece molded component, and the pusher head is detachably mounted to the push rod. This facilitates quick replacement of the pusher head after it wears out.

[0012] To prevent the pull ring from becoming unstable when the pusher pushes it, the operating module also includes a limiting mechanism located below the pusher. This limiting mechanism includes a limiting drive unit and two limiting grippers, which are respectively connected to the limiting drive unit. In this design, after the two limiting grippers open, they are positioned on opposite sides below the pusher, thus limiting and constraining the pull ring to be pushed between them. This prevents the pull ring from becoming unstable and dislodging from the pusher's groove, improving the success rate of pressure relief. Since the railway vehicles entering the platform may be of different models, the feature points identified by the ranging radar for different types of vehicles may be located at different positions on the side of the carriage. To adapt to different vehicle models, preferably, the vision unit also includes a ranging radar. The ranging radar is electrically connected to the control module. The ranging radar is mounted on the chassis via a rotating structure. The rotating structure includes a vertically mounted column on the chassis and a mounting plate connected to the column via a clamp. The ranging radar is mounted on the mounting plate, and the clamp is locked with bolts and nuts. In this solution, by loosening the clamps, the mounting plate can be adjusted up and down along the column, and can also be rotated around the column axis, thereby adjusting the height and orientation of the range-determining radar to adapt to different vehicle models.

[0013] Preferably, anti-slip protruding rings are arrayed along the axial direction on the side wall of the column, and anti-slip concave rings adapted to the anti-slip protruding rings are provided on the inner wall of the clamp. In this design, the anti-slip protruding rings and anti-slip concave rings can effectively ensure that the clamp will not shift relative to the column due to insufficient friction, thus ensuring the positioning accuracy of the ranging radar.

[0014] Preferably, a torque sensor is installed between the operating module and the robotic arm. The torque sensor is electrically connected to the control module and is used to detect the force on the operating module. In this design, the distance between the chassis and the vehicle body will vary when the chassis is parked. By using a torque sensor to detect the force on the operating module, it is possible to determine whether the exhaust manifold is under sufficient force, ensuring that the exhaust manifold is pulled or pushed sufficiently to complete the pressure relief.

[0015] The beneficial effects of this utility model are:

[0016] In this invention, the control module controls the chassis with drive wheels to move the equipment along the parked railway car. The robotic arm first drives the hook formed by the hook groove of the operation module to pull the pull ring of the exhaust rod. When the exhaust rod is stuck, the robotic arm can immediately push the pull ring and apply reverse force to the pull ring, quickly releasing the problem of the exhaust rod being stuck, while also completing the pressure relief of the braking mechanism. In this way, the pressure relief action of the braking mechanism of each car is triggered in sequence. No manual intervention is required, which can effectively reduce the labor intensity of the staff. The entire equipment operates smoothly and can effectively improve the vehicle pressure relief efficiency. Attached Figure Description

[0017] To more clearly illustrate the technical solution of this utility model, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a three-dimensional schematic diagram of the present invention;

[0019] Figure 2 This is an enlarged schematic diagram of the operation module of this utility model;

[0020] Figure 3 This is a top view of another operating module of this utility model;

[0021] Figure 4 This is a schematic diagram of the rotating structure of this utility model;

[0022] Figure 5 This is a partial side sectional view of the rotating structure of this utility model;

[0023] Figure 6 This is an enlarged schematic diagram of the operation module in Embodiment Six of this utility model;

[0024] Figure 7 This is a top view of the limiting mechanism of this utility model;

[0025] Figure 8 This is a schematic diagram of the exhaust manifold.

[0026] In the above figures, the corresponding reference numerals are as follows:

[0027] 1-Chassis, 11-Drive wheel, 2-Control module, 3-Mechanical arm, 4-Operation module, 41-Push rod, 42-Push head, 421-Push groove, 422-Hook groove, 51-Distance radar, 52-Positioning camera, 6-Rotating structure, 61-Column, 611-Anti-slip convex ring, 62-Clamp, 612-Anti-slip concave ring, 63-Mounting plate, 7-Torque sensor, 8-Obstacle avoidance radar, 9-Limiting mechanism, 91-Limiting gripper, 92-Limiting drive unit, 93-Remote lever, 10-Exhaust rod, 101-Pull ring. Detailed Implementation

[0028] The technical solution of this utility model will be clearly and completely described in conjunction with the accompanying drawings and through specific implementation methods of the embodiments of this utility model.

[0029] Example 1:

[0030] like Figure 1 and Figure 2 As shown in the figure, the railway vehicle ventilation boom 10 operating device provided by this utility model embodiment mainly includes a chassis 1 with drive wheels 11, a control module 2 and a robotic arm 3.

[0031] The control module 2 has data processing capabilities. The chassis 1 serves as the mobile platform for the equipment, and its drive wheels 11 are controlled by the control module 2, allowing it to move autonomously along the passageway next to the parked train. The robotic arm 3 is mounted on the chassis 1, and its end is equipped with an operation module 4. In this embodiment, the operation module 4 integrates a hook and a push rod structure. Specifically, one end of the push rod 41 is equipped with a push head 42. The front side of the push head has a push groove 421, and the rear side of the push head has a hook groove 422. The push groove 421 opens outward, and the hook groove 422 forms a hook structure with its opening facing the end of the robotic arm.

[0032] Specifically, to ensure that the pusher 42 can reliably push the pull ring 101 of the exhaust rod 10, such as Figure 3 As shown, the front side of the pusher head 42 has multiple push grooves, each groove 421 distributed along the width direction of the pusher head. These push grooves 421 can be rectangular, arc-shaped, or other shapes. This design ensures that as long as the pull ring 101 enters the range of any push groove 421, the pusher head 42 can guide the pull ring 101 to the center of the groove bottom, achieving self-centering and greatly improving the error tolerance of the operation. Simultaneously, the end of the pusher head 42 is also machined with anti-slip textures to increase the friction between it and the pull ring 101 and prevent slippage.

[0033] It should be noted that the push head 42 is an integrally formed component, and the push head 42 can be detachably installed on one end of the push rod 41 through a bolt and nut connection structure.

[0034] Example 2:

[0035] To achieve precise positioning, this embodiment, in addition to the features of Embodiment 1, is equipped with a vision unit. For example... Figure 1 As shown, the ranging radar 51 is mounted on the chassis 1, preferably with one ranging radar 51 at the front and one at the rear of the chassis. The ranging radar 51 uses existing identification and sensing technology to identify the position of the front and rear of the vehicle compartment and its relative distance to the compartment, thereby detecting the distance between the equipment and the side of the compartment and the current relative position of the equipment to the compartment in real time, ensuring that the robotic arm 3 has a suitable working space. The positioning camera 52 is mounted on the robotic arm 3 and uses existing image recognition technology to accurately identify and position the spatial coordinates and angle of the exhaust rod 10 pull ring 101. The vision unit is electrically connected to the control module 2, using the processed position information to guide the parking of the chassis 1 and the motion trajectory planning of the robotic arm 3.

[0036] In this embodiment, the control module 2 processes the signal fed back from the ranging radar 51 and automatically controls the operation of the drive wheels 11, thereby controlling the stopping position of the chassis 1 so that the chassis 1 stops at the position of the exhaust rod 10 of the corresponding compartment. After the chassis 1 stops, the control module 2 sends a command to the robotic arm 3, and the robotic arm 3 moves. At the same time, the positioning camera 52 identifies the precise position of the exhaust rod 10. The control module 2 adjusts the movement of the robotic arm according to the signal fed back from the positioning camera 52. By pushing or pulling the pull ring 101 of the exhaust rod 10 through the operation module 4, the braking mechanism of the compartment is depressurized.

[0037] More specifically, considering the different feature point locations of different vehicle models, the ranging radar 51 is mounted on the chassis 1 via a rotating structure 6. (See also...) Figure 4 and Figure 5 The rotating structure 6 includes a column 61, a clamp 62, and a mounting plate 63. After loosening the bolts and nuts of the clamp 62, the mounting plate 63 can slide up and down along the column 61 or rotate around its axis, thereby flexibly adjusting the height and orientation of the ranging radar 51. After adjustment, the clamp can be tightened to fix it in place. To further prevent the clamp 62 from loosening or shifting during equipment vibration, an anti-slip convex ring 611 is provided on the side wall of the column 61, and an anti-slip concave ring 612 that meshes with it is provided on the inner wall of the clamp 62. The interlocking of the convex and concave rings effectively enhances the reliability of the fixation.

[0038] Example 3:

[0039] This embodiment, based on the above embodiment, also includes a torque sensor 7, such as... Figure 2 As shown, torque sensor 7 is positioned between the operation module 4 and the end joint of the robotic arm 3. Torque sensor 7 is electrically connected to control module 2. When the robotic arm 3 pushes or pulls the exhaust rod 10, torque sensor 7 monitors the operating force in real time and feeds it back to control module 2. Based on this feedback, control module 2 determines whether the exhaust rod 10 has been effectively operated. If the force value does not reach the preset threshold, the robotic arm movement can be fine-tuned to ensure that the pressure relief action is effectively executed. Preferably, torque sensor 7 is an existing six-dimensional force sensor, which is connected between the operation module 4 and the end joint of the robotic arm 3 via a flange.

[0040] Example 4:

[0041] The difference between this embodiment and Embodiment 3 is that this embodiment also includes a sound acquisition sensor. The sound acquisition sensor can be mounted on the push head 42, the push rod 41, or the chassis.

[0042] When the exhaust manifold 10 is successfully operated and the braking system begins to exhaust air, a distinctive "hissing" sound is produced. After the sound sensor captures this characteristic sound signal, it feeds it back to the control module 2. The control module 2 can then determine that the pressure relief is successful and immediately control the robotic arm 3 to reset, preparing for the operation of the next carriage. This combination of acoustic confirmation and torque sensing constitutes a double safety measure. It can be understood that in this embodiment, the algorithm for processing the sound collected by the sound sensor is an existing algorithm. In implementation, the sound sensor can be a microphone or pickup, etc.

[0043] Furthermore, this embodiment can also be used in conjunction with Embodiment 4. If the torque detected by the torque sensor 7 exceeds the set value, and the sound acquisition sensor still does not collect the airflow sound, it indicates that the pressure relief has not been successful. When the pressure relief is unsuccessful, the control module 2 will control the robotic arm 3 to change the operation mode of the exhaust rod 10. For example, when the robotic arm 3 uses the push head 42 to push the exhaust rod 10, if the sound acquisition sensor does not collect the airflow sound, the control module 2 will control the robotic arm 3 to use the hook formed by the hook groove 422 to pull the pull ring 101 of the exhaust rod 10, thereby relieving pressure by pulling the exhaust rod 10. Similarly, if the robotic arm 3 first uses the hook formed by the hook groove 422 to pull the exhaust rod 10, the control module 2 can control the robotic arm 3 to use the push head 42 to push the exhaust rod 10. By using the hook formed by the hook groove 422 and the push head 42 to push and pull the exhaust rod 10 from two directions respectively, when the exhaust rod 10 is stuck in one direction, the purpose of relieving pressure on the braking mechanism can also be achieved.

[0044] Example 5:

[0045] Based on the above embodiments, this embodiment also includes an obstacle avoidance radar on the chassis 1 that is connected to the control module 2. It can scan obstacles such as tools and curbs on the equipment's path in real time and transmit the signals to the control module 2 so that the equipment can decelerate or stop in time to ensure the safety of the movement process.

[0046] Of course, a wireless module can also be installed on the chassis 1. The wireless module can send the images captured by the positioning camera 52 to the gimbal or the operator's monitoring terminal, so that the operator can observe the working status of the robotic arm and remotely monitor the depressurization of the braking mechanism.

[0047] Example 6:

[0048] When using the operation module 4 to push the pull ring 101, the exhaust rod 10 may become unstable, causing the pull ring 101 to slip out of the push groove 421 on the push head 42. To avoid this situation, this embodiment, based on embodiment one, such as... Figure 6 and Figure 7As shown, the operation module also includes a limiting mechanism 9 located below the push rod. The limiting mechanism 9 includes a limiting drive unit 92 and two limiting grippers 91. The two limiting grippers 91 are respectively connected to the limiting drive unit 92. The limiting drive unit 92 is electrically connected to the control module 2 to drive the limiting grippers 91 to open and close, thereby adjusting the distance between the two limiting grippers 91. When the two limiting grippers 91 are open, they are located on both sides below the push head 42, thus limiting and constraining the pull ring 101 to be pushed between the two limiting grippers 91. This prevents the pull ring 101 from becoming unstable and dislodging from the push head's groove during the push head's pushing process, improving the success rate.

[0049] In implementation, the limiting drive unit 92 can be a finger cylinder, in which case the two limiting grippers 91 are symmetrically arranged on the finger cylinder; in this embodiment, the limiting drive unit 92 is an electric telescopic rod, which is connected to the two limiting grippers 91 through a transmission mechanism, and the two limiting grippers 91 are arranged opposite to each other; in implementation, the transmission mechanism may include two connection points at one end of the limiting gripper 91, one connection point is hinged to the telescopic end of the electric telescopic rod, and the other connection point is hinged to a remote rod 93, one end of the remote rod 93 is hinged to the limiting gripper 91, and the other end is hinged to the fixed mounting base of the electric telescopic rod, so that when the electric telescopic rod extends, the limiting gripper 91 opens to a larger extent; when the electric telescopic rod retracts, the limiting gripper 91 closes.

[0050] When the device pushes the pull ring 101, the limiting grippers 91 open, limiting the pull ring 101 between the limiting grippers 91, effectively preventing the pull ring 101 from slipping out and improving the stability and reliability of pushing the exhaust rod. At the same time, the opening angle of the limiting grippers 91 can also be controlled by the limiting drive unit 92, that is, the limiting distance formed by the limiting grippers 91, so as to adapt to the pull ring 101 of exhaust rods 10 of different vehicles with different models and angles.

[0051] Of course, when the operation module 4 needs to pull the pull ring 101, the limit drive unit 92 controls the limit claw 91 to close, so as to prevent the limit claw from opening and hindering the pull ring 101 from extending into the hook formed by the hook groove 422.

[0052] Based on the above embodiments, the working principle of this equipment is as follows: During operation, the operator places the equipment on the passageway next to the train and starts it. Under the command of the control module 2, the equipment automatically moves along the train. The distance-fixing radar 51 determines the relative position of the chassis 1 and the carriage, and ensures that the equipment maintains a safe and appropriate operating distance from the carriage. When it reaches the vicinity of the exhaust rod 10 of a carriage, the positioning camera 52 accurately positions the pull ring 101, guiding the robotic arm 3 to move the operating module 4 closer. According to the shape and angle of the pull ring 101, the robotic arm 3 controls the operating module 4 to rotate, so that the angle of the operating module 4 is consistent with the angle of the pull ring 101 of the exhaust rod 10, and the pull ring 101 is pulled using the hook formed by the hook groove 422 first. During the pulling process, the torque sensor 7 ensures that sufficient force is applied, and the sound acquisition sensor listens to the exhaust sound of successful depressurization as final confirmation. After completing the operation of one carriage, the equipment automatically moves to the next carriage and repeats the above process until the entire train is depressurized. During the entire depressurization process, if the torque sensor 7 detects sufficient force but the robotic arm 3 fails to reach its corresponding stroke (or the sound sensor does not detect the depressurization exhaust sound), it indicates that the exhaust rod 10 is stuck. The control module 2 automatically controls the robotic arm 3 to stop the operation module 4 from pulling the pull ring 101 and to make the push head abut against the pull ring 101 to perform the pushing action. During the pushing process, the torque sensor 7 ensures that sufficient force is applied, and the sound sensor listens for the exhaust sound of successful depressurization as final confirmation. After completing the operation of one carriage, the equipment automatically moves to the next carriage. However, if the torque sensor 7 detects sufficient force but the robotic arm 3 fails to reach its corresponding stroke (or the sound sensor does not detect the depressurization exhaust sound) during the pushing action, it indicates that the exhaust rod 10 may be stuck. The entire equipment will issue an alarm (sending an alarm signal to the pan-tilt unit or the staff monitoring terminal via the wireless module) to notify the staff to handle the situation.

[0053] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of this utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claimed utility model.

Claims

1. A railway vehicle exhaust boom operating device, comprising a chassis with drive wheels, a control module mounted on the chassis, a robotic arm, and a vision unit, wherein the vision unit includes a positioning camera, the positioning camera being disposed at the end of the robotic arm for positioning the exhaust boom, and the drive wheels, the positioning camera, and the robotic arm being electrically connected to the control module, characterized in that, The end of the robotic arm is also provided with an operation module, which includes a push rod. One end of the push rod is connected to the robotic arm, and the other end of the push rod is provided with a push head. The front side of the push head is constructed with a push groove, and the rear side of the push head is constructed with a hook groove.

2. A railway vehicle exhaust lever operating apparatus according to claim 1, wherein The pusher head has symmetrically arranged hook grooves on both sides.

3. A railway vehicle exhaust mast operating apparatus as defined in claim 1 wherein, The front side of the pusher head has a plurality of push grooves, each push groove being distributed along the width direction of the pusher head.

4. The railway vehicle ventilation boom operating device according to claim 1, characterized in that, The pusher head has a flat plate structure.

5. A railway vehicle exhaust mast operating apparatus as defined in claim 1 wherein, The pusher head is a one-piece molded component, and the pusher head can be detachably installed on the push rod.

6. The railway vehicle ventilation boom operating device according to claim 1, characterized in that, The operation module also includes a limiting mechanism located below the push rod. The limiting mechanism includes a limiting drive unit and two limiting grippers, which are respectively connected to the limiting drive unit.

7. A railway vehicle exhaust mast operating apparatus as defined in claim 1 wherein, The inner surface of the push groove is provided with anti-slip texture; the inner surface of the hook groove is provided with anti-slip texture.

8. The railway vehicle exhaust boom operating device according to claim 1, characterized in that, The vision unit also includes a range-fixed radar, which is electrically connected to the control module. The range-fixed radar is mounted on the chassis via a rotating structure. The rotating structure includes a column vertically mounted on the chassis and a mounting plate connected to the column via a clamp. The range-fixed radar is mounted on the mounting plate, and the clamp is locked in place by bolts and nuts.

9. A railway vehicle ventilation boom operating device according to claim 8, characterized in that, The column sidewall is provided with anti-slip protruding rings arranged in an array along its axial direction, and the inner wall of the clamp is provided with anti-slip concave rings that are adapted to the anti-slip protruding rings.

10. A railway vehicle ventilation boom operating device according to claim 1, characterized in that, A torque sensor is installed between the operation module and the robotic arm. The torque sensor is electrically connected to the control module and is used to detect the force applied to the operation module.

Images