Rail transit equipment multi-source perception fault-tolerant decision connection protection device

Abstract

The utility model relates to rail transit technical field discloses rail transit equipment multi -source sensing fault -tolerant decision wiring protection equipment, including rail car, the front and back sides of rail car all are fixedly connected with buffer mechanism, the buffer mechanism is used for preventing equipment connecting place power line breakage, the front and back sides of rail car all are fixedly connected with wiping mechanism, the wiping mechanism is used for wiping the radar of safety anti -collision system, the buffer mechanism includes device protection shell, a plurality of motion chuck are fixedly connected in device protection shell interior, a plurality of motion chuck are away from one side all slidingly connected with fixed spring. In the utility model, the buffer head is pressed by the electric wire and the ejection spring contracts, after ending, the ejection spring releases and lifts the buffer head reset electric wire, through the clamping of motion chuck and the emergency buffer of buffer assembly, and further relieve the problem that the equipment failure is caused because of rigid connection leads to wire fracture, insulating layer breakage.

Description

Technical Field

[0001] This utility model relates to the field of rail transit technology, and in particular to a multi-source sensing fault-tolerant decision-making wiring protection device for rail transit equipment. Background Technology

[0002] The multi-source sensing fault-tolerant decision-making wiring protection equipment for rail transit equipment is a comprehensive protection device adapted to electric trolley rail transit equipment. It addresses the potential risks of wire derailment near the ground barrier at the charging point during remote control shunting in port loading buildings, as well as misjudgments caused by weather and monitoring interference. Relying on the Shundong SDSystem robot operating system, it integrates multi-source sensing technologies such as binocular cameras and 3D lasers, combined with fault-tolerant decision-making algorithms to ensure data reliability and decision accuracy. With the addition of a wiring protection structure, it realizes obstacle detection, safety collision avoidance, turnout detection, and tram positioning, thereby improving operational safety.

[0003] The multi-source sensing fault-tolerant decision-making wiring protection equipment for rail transit first uses multi-source sensors such as binocular cameras and 3D lasers to synchronously collect data on track obstacles, switch status, and tram position. After spatiotemporal alignment, the data layer and feature layer are fused. Then, relying on fault-tolerant decision-making algorithms, data conflicts are handled using DS evidence theory, and abnormal data is eliminated by combining sensor redundancy to generate precise control commands. At the same time, the wiring protection structure isolates environmental interference and ensures stable communication between the sensing and decision-making modules. However, there is a problem of insulation failure. The wiring protection structure uses conventional insulation materials, which are subject to contamination from tunnel dust and metal filings during long-term operation, resulting in insufficient insulation creepage distance, stray current leakage, and the potential for overheating and combustion of the insulation pads. Existing technologies use pollution-resistant composite insulation materials to replace traditional epoxy resin and rubber materials, and select modified composite insulation materials with added nano-silica and alumina. These materials have low surface contact and hydrophobic self-cleaning properties, which can reduce the adhesion of tunnel dust and metal filings and effectively delay the problem of insufficient insulation creepage distance. However, there is a risk of line breakage caused by unexplained pulling. This pulling is mostly caused by the vibration transmission of trains during operation, the displacement and pulling of trackside equipment, and the implicit tension generated by the thermal expansion and contraction of the cables themselves. Existing protective structures do not have a buffer mechanism designed for these situations. The cables are rigidly connected to the terminals, and the stress is concentrated at the connection point when pulled, which can cause the wires to break, the insulation layer to be damaged, and thus the equipment to fail. Utility Model Content

[0004] To overcome the above shortcomings, this utility model provides a multi-source sensing fault-tolerant decision-making wiring protection device for rail transit equipment. It aims to improve the problem in the existing technology where the rigid connection between the cable and the terminal block causes stress to concentrate at the connection point when pulled, leading to wire breakage, insulation damage, and ultimately equipment failure.

[0005] To achieve the above objectives, the present invention adopts the following technical solution: a multi-source sensing fault-tolerant decision-making wiring protection device for rail transit equipment, comprising a railcar, wherein buffer mechanisms are fixedly connected to the front and rear sides of the railcar, the buffer mechanisms being used to prevent damage to the power lines at the equipment connection points; wiping mechanisms are fixedly connected to the front and rear sides of the railcar, the wiping mechanisms being used to wipe the radar of the safety collision avoidance system; the buffer mechanism includes a protective shell, the rear side of which is fixedly connected to the front and rear sides of the railcar; multiple moving clamps are fixedly connected inside the protective shell, and fixed springs are slidably connected to the multiple moving clamps on opposite sides; a buffer assembly is installed inside the protective shell.

[0006] As a further description of the above technical solution: The buffer assembly includes fixed blocks, the outer walls of which are fixedly connected to the inner wall of the device protective shell. Each of the multiple fixed blocks is fixedly connected to an ejector spring on an adjacent side, and a buffer head is slidably connected inside the ejector spring.

[0007] As a further description of the above technical solution: The wiping mechanism includes guide posts, the rear side of which is installed on the front and rear sides of the railcar. Sponges are slidably connected to the outer walls of the guide posts, scrapers are fixedly connected to the outer walls of the sponges, and outer shells are slidably connected to the top of the outer walls of the scrapers. Multiple fixed posts are fixedly connected to adjacent sides of multiple outer shells, and drive components are installed on adjacent sides of multiple fixed posts.

[0008] As a further description of the above technical solution: The drive assembly includes a drive motor, the outer wall of which is fixedly connected to an adjacent side of the housing. A worm is fixedly connected to the output end of the drive motor, and a worm wheel is meshed with the bottom of the worm. A threaded rod is fixedly connected inside the worm wheel.

[0009] As a further description of the above technical solution: The front and rear sides of the railcar are fixedly connected with lidar, and multiple lidars are slidably connected on opposite sides to the scraper.

[0010] As a further description of the above technical solution: The outer wall of the buffer head is slidably connected to a wire, and the other end of the wire is electrically connected to the inside of the lidar.

[0011] As a further description of the above technical solution: The track vehicle is fixedly connected to both the front and rear sides with binocular cameras, and observation windows are also fixedly connected to both the front and rear sides of the track vehicle.

[0012] As a further description of the above technical solution: The bottom of the railcar is fixedly connected with multiple wheels at equal intervals, and the top of the railcar is fixedly connected with a storage cover.

[0013] This utility model has the following beneficial effects: 1. In this utility model, when the wire is stretched by implicit tension, the buffer head is pressed and the spring is compressed and retracted. Then the spring is released and the buffer head is lifted to reset the wire. The moving clamp is stably clamped by the fixed spring to prevent it from moving. Through the clamping of the moving clamp and the emergency buffering of the buffer component, the problem of equipment failure caused by wire breakage and insulation damage due to rigid connection is alleviated.

[0014] 2. In this utility model, the start of the drive motor drives the threaded scraper to slide along the guide post. After the scraper removes stubborn stains, the sponge fixed to it wipes the screen. The wiping mechanism fixed by the fixed post wipes the screen, which effectively avoids the problem of inaccurate perception results caused by the sensor being blocked, and the need for manual intervention that affects rail transit. Attached Figure Description

[0015] Figure 1 This is a front view of the multi-source sensing fault-tolerant decision-making wiring protection device for rail transit equipment proposed in this utility model; Figure 2 This is a perspective view of the multi-source sensing fault-tolerant decision-making wiring protection device for rail transit equipment proposed in this utility model. Figure 3 This is a partial cross-sectional view of the multi-source sensing fault-tolerant decision-making wiring protection device for rail transit equipment proposed in this utility model. Figure 4 This is a partial exploded view of the multi-source sensing fault-tolerant decision-making wiring protection device for rail transit equipment proposed in this utility model. Figure 5 This is a structural cross-sectional view of the multi-source sensing fault-tolerant decision-making wiring protection device for rail transit equipment proposed in this utility model; Figure 6 for Figure 5 Enlarged view of point A in the middle.

[0016] Legend: 1. Railcar; 2. Buffer mechanism; 201. Device protective shell; 202. Motion chuck; 203. Fixed spring; 204. Buffer assembly; 2041. Fixed block; 2042. Ejection spring; 2043. Buffer head; 3. Wiping mechanism; 301. Guide post; 302. Sponge; 303. Scraper; 304. Outer shell; 305. Fixed post; 306. Drive assembly; 3061. Drive motor; 3062. Worm gear; 3063. Worm wheel; 3064. Threaded rod; 4. Wire; 5. LiDAR; 6. Binocular camera; 7. Observation window; 8. Wheel; 9. Storage cover. Detailed Implementation

[0017] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0018] Reference Figure 3 and Figure 4 This utility model provides an embodiment of a multi-source sensing fault-tolerant decision-making wiring protection device for rail transit equipment, including a railcar 1. A buffer mechanism 2 is fixedly connected to both the front and rear sides of the railcar 1. The buffer mechanism 2 is used to prevent damage to the power cord at the equipment connection point. A wiping mechanism 3 is fixedly connected to both the front and rear sides of the railcar 1. The wiping mechanism 3 is used to wipe the radar of the safety anti-collision system. The buffer mechanism 2 includes a protective shell 201. The rear side of the protective shell 201 is fixedly connected to the front and rear sides of the railcar 1. The protective shell 201 is used to prevent objects from entering the buffer mechanism 2 during the operation of the railcar 1. Multiple moving clamps 202 are fixedly connected inside the protective shell 201. Each moving clamp 202 is slidably connected to a fixed spring 203 on one side away from the other. The moving clamps 202 and the fixed springs 203 are used to clamp the power cord. A buffer assembly 204 is installed inside the protective shell 201. The buffer assembly 204 includes a fixing block 2041. The outer walls of 2041 are all fixedly connected to the inner wall of the protective shell 201 of the device. Multiple fixed blocks 2041 are fixedly connected to an ejector spring 2042 on an adjacent side. The ejector spring 2042 is slidably connected to a buffer head 2043. The buffer head 2043 slides in the fixed block 2041. The buffer head 2043 lifts the power line under the support of the ejector spring 2042. The outer wall of the buffer head 2043 is slidably connected to a wire 4. The other end of the wire 4 is electrically connected to the inside of the lidar 5. The wire 4 is used to supply power to the lidar 5. The lidar 5 adopts the 3D lidar 5 model HAP. It emits a laser beam, which changes the optical path to cover the field of view by scanning with a prism. After receiving the reflected signal, it converts it into an electrical signal and calculates and generates environmental point cloud data. It consists of a light source module, a receiving unit, a double wedge prism scanning module and a control module. The entire buffer mechanism 2 is to buffer the connection between the wire 4 and the lidar 5 that is damaged by tensile force caused by various reasons. Specifically, when the wire 4 experiences latent tension, it first compresses the buffer head 2043. After being subjected to force, the buffer head 2043 causes the ejector spring 2042, which is fixed on the fixed block 2041, to contract. The contraction of the ejector spring 2042 effectively absorbs and reduces the impact force brought by the tension, preventing the tension from acting directly on the wire 4 body. After the tension is relieved, the ejector spring 2042 releases its elastic potential energy, pushing the buffer head 2043 to reset, thereby causing the wire 4 to return to its initial position. At the same time, the moving clamp 202 inside the protective shell 201 of the device is always stably clamped by the elastic force of the fixed spring 203. Even if the wire 4 is disturbed by a slight external force, the clamping action of the moving clamp 202 can prevent the wire 4 from shaking disorderly and keep its position stable. Through the continuous and stable clamping of the moving clamp 202, combined with the emergency buffering of the buffer component 204 for sudden tension, the double protection structure effectively alleviates the problem of the wire 4 being prone to breakage due to tension and damage to the insulation layer in traditional rigid connections.

[0019] Reference Figure 5 and Figure 6 The wiping mechanism 3 includes guide posts 301, the rear side of which is mounted on the front and rear sides of the railcar 1. Sponges 302 are slidably connected to the outer walls of the guide posts 301, and scrapers 303 are fixedly connected to the outer walls of the sponges 302. The sponges 302 and scrapers 303 are used for cleaning. Housings 304 are slidably connected to the top of the outer walls of the scrapers 303. Multiple fixing posts 305 are fixedly connected to adjacent sides of the multiple housings 304. The fixing posts 305 are used to fix the housings 304 and support the entire wiping mechanism 3. Drive components 306 are installed on adjacent sides of the multiple fixing posts 305. The drive components 306 include drive motors 3061. The drive motor 3061 is a Jujiang MT-BL4009 model, which uses Hall effect sensors to detect the rotor. The position and drive board control the current commutation, so that the stator magnetic field interacts with the rotor to generate torque and achieve continuous rotation. It consists of stator, rotor, Hall sensor and drive board. The outer wall of drive motor 3061 is fixedly connected to the adjacent side of housing 304. The output end of drive motor 3061 is fixedly connected to worm 3062. The bottom of worm 3062 is meshed with worm wheel 3063. The inside of worm wheel 3063 is fixedly connected to threaded rod 3064. The entire drive assembly 306 is used to provide power to wiping mechanism 3. The front and rear sides of railcar 1 are fixedly connected to lidar 5. Multiple lidar 5 are slidably connected to the adjacent side of scraper 303 on opposite sides. Sponge 302 and scraper 303 are used to clean the screen of lidar 5. Specifically, when the LiDAR 5 encounters extreme weather or its sensor detection panel is obscured by dirt, the drive motor 3061 will activate its output to rotate the worm gear 3062. The worm gear 3062 drives the worm wheel 3063 to rotate synchronously through meshing. Subsequently, the worm wheel 3063 drives the threaded rod 3064, which is fixedly connected to it, to rotate inside the housing 304. The rotation of the threaded rod 3064 drives the matching scraper 303 to slide smoothly along the outer wall of the guide post 301 through threaded transmission. Since the scraper 303 is designed not to directly contact the detection panel screen of the LiDAR 5, its... Its main function is to first scrape off stubborn stains attached to the panel surface. Then, the sponge 302, which is fixedly connected to the scraper 303, follows up to wipe the screen of the LiDAR 5 a second time, thoroughly removing any remaining fine dirt. During the entire wiping process, the wiping mechanism 3 is kept in a stable position by the fixed column 305, ensuring that the wiping action is accurate and does not damage the detection panel. This automatic cleaning design effectively avoids the problem of inaccurate sensing results caused by dirt blocking the LiDAR 5 sensor. At the same time, it does not require manual intervention for cleaning, thus solving the drawback that manual maintenance may affect the normal operation of rail transit.

[0020] Reference Figure 1 , Figure 2 and Figure 5 The front and rear sides of the track vehicle 1 are fixedly connected to a binocular camera 6, model SD-3DVISION. The binocular camera 6 acquires images synchronously through dual lenses, calculates parallax, and restores three-dimensional information by combining calibration parameters to realize target ranging and modeling. It consists of dual CMOS image sensors, a synchronous trigger module, an optical lens group and a data processing unit. The front and rear sides of the track vehicle 1 are fixedly connected to observation windows 7. The observation windows 7 are used for the driver to observe the outside. The binocular camera 6 is used to assist the driver. Multiple wheels 8 are fixedly connected at equal intervals at the bottom of the track vehicle 1. The wheels 8 are used to meet the movement of the track vehicle 1. The top of the track vehicle 1 is fixedly connected to a storage cover 9. The storage cover 9 is used to store the antenna and the powered probe. Specifically, the wheel 8, as the core moving component of the railcar 1, is precisely adapted to the track and drives the railcar 1 along the preset track under the power system. The storage cover 9 is mainly used to store the antenna and power probe of the railcar 1, providing protection for the equipment when it is idle to prevent damage to the antenna and probe. When the railcar 1 needs to be started, the power probe and antenna are taken out from the storage cover 9. After the power probe is connected to the power supply, the external power is transmitted to the interior of the railcar 1 to power the vehicle. After the power is normally input into the railcar 1 through the power probe, the driver starts the vehicle. With the dual protection of direct observation through the observation window 7 and auxiliary monitoring by the binocular camera 6, the driving environment can be fully grasped, risks can be avoided in time, and the operational safety of the railcar 1 can be effectively protected.

[0021] Working principle: When the wire 4 is stretched by implicit tension, the buffer head 2043 is squeezed, which causes the ejector spring 2042 fixed on the fixed block 2041 to contract, reducing the impact force caused by the tension. Then the ejector spring 2042 releases elastic potential energy to lift the buffer head 2043. As the buffer head 2043 lifts the wire 4 back to its original position, the moving clamp 202 inside the protective shell 201 of the device stably clamps the wire 4 under the lifting of the fixed spring 203. The wire 4 clamped by the moving clamp 202 will not move randomly due to slight movement. With the clamping of the moving clamp 202 of the buffer mechanism 2 and the emergency buffering of the buffer component 204, the problem of wire breakage and insulation damage caused by rigid connection is alleviated, which ultimately leads to equipment failure. When the lidar 5 encounters extreme weather or its sensor is obstructed by dirt, the drive motor 3061 starts and its output drives the worm gear 3062 to mesh with the worm wheel 3063 and rotate synchronously. Subsequently, the worm wheel 3063 drives the threaded rod 3064, which is fixedly connected to it, to rotate inside the housing 304. The rotation of the threaded rod 3064 causes the scraper 303 with its thread to slide on the outer wall of the guide post 301. After the scraper 303, which is not close to the detection panel screen of the lidar 5, removes the stubborn stains, the sponge 302 fixed to the scraper 303 wipes the screen of the lidar 5. As the wiping mechanism 3, which is fixed by the fixed post 305, wipes the screen of the lidar 5, the problem of needing to intervene by workers and affecting rail traffic when the sensor is obstructed by dirt and the accuracy of the sensing results cannot be guaranteed is effectively avoided.

[0022] Finally, it should be noted that the above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Although the present utility model 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 the present utility model should be included within the protection scope of the present utility model.

Claims

1. A multi-source sensing fault-tolerant decision-making wiring protection device for rail transit equipment, comprising a railcar (1), characterized in that: The front and rear sides of the railcar (1) are fixedly connected to a buffer mechanism (2), which is used to prevent the power cord at the equipment connection point from being damaged. The front and rear sides of the railcar (1) are fixedly connected to a wiping mechanism (3), which is used to wipe the radar of the safety anti-collision system. The buffer mechanism (2) includes a device protective shell (201). The rear side of the device protective shell (201) is fixedly connected to the front and rear sides of the railcar (1). Multiple moving clamps (202) are fixedly connected inside the device protective shell (201). Each of the multiple moving clamps (202) is slidably connected to a fixed spring (203) on one side away from each other. A buffer assembly (204) is installed inside the device protective shell (201).

2. The multi-source sensing fault-tolerant decision-making wiring protection device for rail transit equipment according to claim 1, characterized in that: The buffer assembly (204) includes a fixing block (2041), the outer wall of which is fixedly connected to the inner wall of the protective shell (201) of the device. A push-out spring (2042) is fixedly connected to each adjacent side of the multiple fixing blocks (2041), and a buffer head (2043) is slidably connected inside the push-out spring (2042).

3. The multi-source sensing fault-tolerant decision-making wiring protection device for rail transit equipment according to claim 1, characterized in that: The wiping mechanism (3) includes a guide post (301), the rear side of which is installed on the front and rear sides of the railcar (1). The outer wall of the guide post (301) is slidably connected with a sponge (302), the outer wall of the sponge (302) is fixedly connected with a scraper (303), the top of the outer wall of the scraper (303) is slidably connected with a shell (304), and multiple fixed posts (305) are fixedly connected to adjacent sides of multiple shells (304). A drive assembly (306) is installed on adjacent sides of multiple fixed posts (305).

4. The multi-source sensing fault-tolerant decision-making wiring protection device for rail transit equipment according to claim 3, characterized in that: The drive assembly (306) includes a drive motor (3061), the outer wall of which is fixedly connected to the adjacent side of the outer shell (304), the output end of which is fixedly connected to a worm (3062), the bottom of which is meshed with a worm wheel (3063), and a threaded rod (3064) is fixedly connected inside the worm wheel (3063).

5. The multi-source sensing fault-tolerant decision-making wiring protection device for rail transit equipment according to claim 1, characterized in that: The front and rear sides of the railcar (1) are fixedly connected with laser radar (5), and multiple laser radars (5) are slidably connected to the adjacent side of the scraper (303) on opposite sides.

6. The multi-source sensing fault-tolerant decision-making wiring protection device for rail transit equipment according to claim 2, characterized in that: The outer wall of the buffer head (2043) is slidably connected to a wire (4), and the other end of the wire (4) is electrically connected to the inside of the lidar (5).

7. The multi-source sensing fault-tolerant decision-making wiring protection device for rail transit equipment according to claim 1, characterized in that: The front and rear sides of the track vehicle (1) are fixedly connected to binocular cameras (6), and the front and rear sides of the track vehicle (1) are fixedly connected to observation windows (7).

8. The multi-source sensing fault-tolerant decision-making wiring protection device for rail transit equipment according to claim 1, characterized in that: The bottom of the railcar (1) is fixedly connected with multiple wheels (8) at equal intervals, and the top of the railcar (1) is fixedly connected with a storage cover (9).

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