Full-automatic railway flat crossing safety protection system

Abstract

The utility model discloses a full -automatic railway flat passageway safety protection system. The system includes: the protection door, including the stand and the lifting mechanism, and the lifting mechanism includes the lifting controller and the lifting guardrail, and the stand has two, and the lifting guardrail is installed between two stand, and the lifting controller is used for controlling the ascending or descending of the lifting guardrail, and the protection door's disarm state and the armed state are realized respectively, the first kind sensor is set on the track on the edge of the protection area, is used for detecting whether the locomotive exists in the protection area, and the protection door is in the armed state under the condition that the protection area exists the locomotive, the second kind sensor is set on the track on the edge of the judgment area, is used for detecting the locomotive driving direction in the judgment area, and the protection door is the armed state under the condition that the locomotive in the judgment area drives to the crossing area, and is the disarm state under the condition that the locomotive in the judgment area drives away from the crossing area. The system can realize the unattended of railway flat passageway, and the efficiency is increased with the reduction of staff.

Description

Technical Field

[0001] This utility model relates to the field of railway crossing protection technology, and in particular to a fully automatic railway level crossing safety protection system. Background Technology

[0002] Within the railway transportation industry, level crossings within railway stations, freight yards, and logistics bases are mostly managed manually. However, with the continuous growth in freight volume and vehicle density, level crossing safety risks have surged, management costs have increased, and these crossings have gradually become bottlenecks and constraints on traffic flow within stations, threatening the safe operation of railway transportation units. Therefore, there is an urgent need for a highly efficient and reliable fully automated railway level crossing safety protection system to promote the intelligent upgrade of safety protection at level crossings between railway lines and motor vehicle roads within stations, achieving unmanned operation of railway level crossings and meeting the practical needs of intelligent safety management and efficiency improvement at station level crossings. Summary of the Invention

[0003] To address the aforementioned issues, this utility model proposes a fully automated railway level crossing safety protection system to achieve unmanned operation of railway level crossings, reduce manpower and increase efficiency, and meet the actual needs of intelligent safety management and control at station crossings.

[0004] This application provides a fully automated railway level crossing safety protection system, which includes: a protective door, a first type of sensor, a second type of sensor, a warning unit, an anti-smashing detection unit, and an intrusion detection unit. The protective gate includes columns and a lifting mechanism; there are two columns, which are set at both ends of the level crossing area along the locomotive travel direction, and the level crossing area indicates the area where the protective gate is located; the lifting mechanism includes a lifting controller and a lifting guardrail, the lifting guardrail is installed between the two columns, and the lifting controller is used to control the lifting guardrail to rise or fall, so as to realize the disarmed and armed states of the protective gate respectively.

[0005] The first type of sensor is installed on the track at the edge of the protected area. The protected area is defined as the area extending a first preset distance to the left and right of the track, centered on the level crossing area. The first type of sensor is used to detect whether there is a locomotive in the protected area. The protective gate is in a protected state when there is a locomotive in the protected area.

[0006] The second type of sensor is set on the track at the edge of the judgment area. The judgment area is the area extending two preset distances to the left and right of the track with the protection zone as the center. The second type of sensor is used to detect the direction of locomotive travel in the judgment area. The protective gate is in the armed state when the locomotive in the judgment area travels towards the level crossing area, and in the disarmed state when the locomotive in the judgment area moves away from the level crossing area.

[0007] The warning unit is installed on at least one column to warn that the protective door is armed.

[0008] The anti-smashing detection unit is used to detect whether there is an intrusion under the lifting guardrail; the lifting controller is used to control the lifting guardrail to stop descending when there is an intrusion under the lifting guardrail and the lifting guardrail is descending.

[0009] The intrusion detection unit is used to detect whether there are intruders in the passageway area when the protective door is armed; the warning unit is also used to warn intruders to stay away from the passageway area when there are intruders in the passageway area.

[0010] The protective door also includes an anti-collision mechanism, which is installed at the connection between the lifting guardrail and the post, and is used to automatically disconnect the connection between the lifting guardrail and the post in the event of an external impact.

[0011] In one possible implementation, there are two protective gates, located on either side of the track within the crossing area.

[0012] In one possible implementation, the second type of sensor on each track in the judgment area includes one or more second magnets arranged along the locomotive's direction of travel.

[0013] In one possible implementation, the first type of sensors on each track at the edge of the protected area include multiple first magnets arranged along the locomotive's direction of travel.

[0014] In one possible implementation, the lifting guardrail comprises multiple vertically arranged flexible ropes, with adjacent ropes spaced 150-300mm apart. The ropes are painted with red and white warning markings and have a reflective effect at night. When the guardrail is armed, the lowest flexible rope is 0.8-1.2m above the ground, and the highest flexible rope is 1.3-2.0m above the ground.

[0015] In one possible implementation, the warning unit includes traffic lights and a voice mechanism. The traffic lights include a first signal light and a second signal light. The first signal light illuminates when the protective gate is armed, indicating that passage through the intersection area is prohibited. The second signal light illuminates when the protective gate is disarmed, indicating that passage through the intersection area is permitted. The voice mechanism provides an audio alert to approaching vehicles when the protective gate is armed.

[0016] In one possible implementation, the fully automated railway level crossing safety protection system also includes a control unit. The control unit is used to determine the locomotive's direction of travel and position within the protected area based on the sequence in which the locomotive passes multiple first magnets, and / or, to determine the locomotive's direction of travel and position within the judgment area based on the sequence in which the locomotive passes multiple second magnets.

[0017] In one possible implementation, the control unit is also used to control the lifting controller, so that the lifting controller can control the lifting guardrail to rise or fall.

[0018] In one possible implementation, the control unit is also used to control the warning unit, the anti-smashing detection unit, the intrusion detection unit, etc., to perform their respective tasks.

[0019] In one possible implementation, the fully automated railway level crossing safety protection system further includes an image detection unit. The image detection unit assists in detecting the presence of locomotives within the protected area and determining the direction of travel of locomotives within the area.

[0020] In one possible implementation, the image detection unit acquires an image of the protected area and determines whether a locomotive exists within the protected area based on the image. Furthermore, the image detection unit also acquires an image of the judgment area and determines the locomotive's direction of travel within the judgment area based on the image of the judgment area.

[0021] In one possible implementation, for a protected area, a first type of sensor sends its first detection result, indicating the presence of a locomotive within the protected area, to a control unit, and an image detection unit sends its second detection result, also indicating the presence of a locomotive within the protected area, to the control unit. The control unit determines, based on the first and second detection results, whether a locomotive is present in the protected area or not.

[0022] In one possible implementation, for the decision area, the second type of sensor sends its third detection result, which indicates the locomotive's direction of travel within the decision area, to the control unit, and the image detection unit sends its fourth detection result, which also indicates the locomotive's direction of travel within the decision area, to the control unit. Based on the third and fourth detection results, the control unit determines whether the locomotive within the decision area is moving towards the level crossing area or is leaving the level crossing area.

[0023] In one possible implementation, the fully automated railway level crossing safety protection system also includes an emergency unit. The emergency unit is used to terminate the raising or lowering of the lifting guardrail in the event of a malfunction of the protective gate.

[0024] In one possible implementation, the fully automated railway level crossing safety protection system also includes: a fence, which is installed on the outside of the protective gate along the direction of track extension.

[0025] In one possible implementation, the fully automated railway level crossing safety protection system also includes a self-testing unit. The self-testing unit monitors the operational status of all hardware components within the system in real time and immediately triggers an alarm if any component malfunctions. The self-testing unit can also monitor the operational status of the software components within the system in real time. Furthermore, the self-testing unit supports the restart of the fully automated railway level crossing safety protection system.

[0026] The beneficial effects of this utility model are: The system uses both Type I and Type II sensors to detect whether a train is approaching a level crossing area (e.g., whether it is within a protected area). When a train approaches the crossing, the automatic control system activates the protective gates, blocking vehicles and pedestrians. First, it effectively prevents level crossing accidents caused by human negligence, poor visibility due to inclement weather, etc., significantly reducing the accident rate. Second, it protects the lives of railway staff, drivers and passengers of passing vehicles, and pedestrians, while preventing property damage such as vehicle damage, cargo loss, and damage to railway facilities caused by accidents. Third, it avoids traffic congestion caused by untimely or chaotic human operation, making the passage of road vehicles and railway trains more orderly, reducing waiting time for both parties, and improving overall logistics efficiency. Fourth, it reduces delays in cargo transportation and loading / unloading caused by level crossing accidents and congestion, ensuring the timeliness of railway transportation. Fifth, the fully automated railway level crossing safety protection system is highly stable, intelligently identifies and operates automatically, replacing manual labor and saving significant personnel costs.

[0027] A lifting guardrail consisting of multiple soft ropes is installed between two posts, and an anti-collision mechanism is installed at the connection between the lifting guardrail and the posts. When the soft ropes are impacted by external force, the connection between the lifting guardrail and the posts will be automatically disconnected. Even if a motor vehicle runs through the barrier, the soft cross cable will automatically detach when under stress, minimizing the damage to the motor vehicle and the driver, reflecting a people-oriented safety concept.

[0028] The above general description and the description below are exemplary and illustrative only and are not intended to limit this application. Attached Figure Description

[0029] One or more embodiments are illustrated by way of example with reference to the accompanying drawings. These illustrations and drawings do not constitute a limitation on the embodiments. Elements having the same reference numerals in the drawings are shown as similar elements, and the drawings do not constitute a limitation of scale. Wherein: Figure 1 This is a schematic front view of the deployment status of a fully automatic railway level crossing safety protection system provided in this application embodiment.

[0030] Figure 2This is a schematic front view of the disarmed state of a fully automatic railway level crossing safety protection system provided in this application embodiment.

[0031] Figure 3 This is a schematic top view of a fully automatic railway level crossing safety protection system provided in an embodiment of this application.

[0032] Figure label: 10. Safety door; 101. Post; 102. Lifting mechanism; 1021. Lifting controller; 1022. Lifting guardrail; 20, Type I sensor; 201, Type I magnet; 30, Type II sensor; 301, Type II magnet; 40, Warning unit; 401, Traffic light; 402, Voice control mechanism; 50. Anti-smashing detection unit; 60, Intrusion Detection Unit; 70, Control Unit; 80, Level crossing area; 90, protected area; 100, the judgment area; 110, emergency response unit; 120, fence. Detailed Implementation

[0033] The specific embodiments of this utility model are further described below with reference to the accompanying drawings. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this utility model. In the following description, for ease of explanation, several details are used to provide a full understanding of this utility model. However, this utility model can still be practiced without these details. In other instances, well-known structures and devices may be shown in a simplified manner to simplify the drawings.

[0034] The terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this utility model are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate for the embodiments of the utility model described herein.

[0035] In this invention, the terms "upper," "lower," "inner," "middle," "outer," "front," and "rear," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. These terms are primarily for the purpose of better describing this invention and are not intended to limit the indicated device, element, or component to having a specific orientation, or to require it to be constructed and operated in a specific orientation. Furthermore, some of the aforementioned terms may have other meanings besides indicating orientation or positional relationship; for example, the term "upper" may in some cases indicate a dependency or connection relationship. Those skilled in the art can understand the specific meaning of these terms in this invention based on the specific circumstances.

[0036] Furthermore, the terms "set up," "connect," and "fix" should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral structure; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, or it can be an internal connection between two devices, components, or parts. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0037] like Figure 1 , Figure 2 and Figure 3 As shown in the figure, this application embodiment provides a fully automatic railway level crossing safety protection system. The fully automatic railway level crossing safety protection system includes: a protective gate 10, a first type of sensor 20, a second type of sensor 30, a warning unit 40, an anti-smashing detection unit 50, and an intrusion detection unit 60. The protective gate 10 includes two columns 101, positioned at both ends of a level crossing area 80 along the locomotive travel direction, where the level crossing area 80 represents the area where the protective gate 10 is located. The lifting mechanism 102 includes a lifting controller 1021 and a lifting guardrail 1022, with the lifting guardrail 1022 installed between the two columns 101. The lifting controller 1021 controls the raising or lowering of the lifting guardrail 1022, respectively achieving the following: Figure 2 The disarmed state of the protective door 10 shown and as follows Figure 1 The armed state of the protective door 10 shown.

[0038] The first type of sensor 20 is installed on the track at the edge of the protection zone 90. The protection zone 90 refers to the area extending to the left and right of the track direction with the level crossing area 80 as the center. The first type of sensor 20 is used to detect whether there is a locomotive in the protection zone 90. The protective gate 10 is in a protected state when there is a locomotive in the protection zone 90.

[0039] The second type of sensor 30 is set on the track at the edge of the judgment area 100. The judgment area 100 represents the area extending to the left and right of the track direction with the protection area 90 as the center. The second type of sensor 30 is used to detect the locomotive travel direction in the judgment area 100. The protective gate 10 is in the armed state when the locomotive in the judgment area 100 travels towards the level crossing area 80, and in the disarmed state when the locomotive in the judgment area 100 leaves the level crossing area 80.

[0040] The warning unit 40 is installed on at least one column to warn that the protective door 10 is in an armed state.

[0041] The anti-smashing detection unit 50 is used to detect whether there is an intruder below the lifting guardrail 1022; the lifting controller 1021 is used to control the lifting guardrail 1022 to stop descending when there is an intruder below the lifting guardrail 1022 and the lifting guardrail 1022 is descending.

[0042] The intrusion detection unit 60 is used to detect whether there is an intruder in the passage area 80 when the protective door 10 is armed; the warning unit 40 is also used to warn the intruder to stay away from the passage area 80 when there is an intruder in the passage area 80.

[0043] In one implementation, there are two protective gates, located on both sides of the track within the crossing area.

[0044] For example, the first preset distance can be set to 40m.

[0045] For example, the second preset distance can be set to 90m.

[0046] In one implementation, such as Figure 3 As shown, the first type of sensor 20 on each track at the edge of the protected area 90 includes one or more first magnets 201 arranged along the locomotive travel direction.

[0047] In one implementation, such as Figure 3 As shown, the second type of sensor 30 on each track in the judgment area 100 includes multiple second magnets 301 arranged along the locomotive travel direction.

[0048] In one implementation, the lifting guardrail comprises multiple vertically arranged flexible ropes, with adjacent ropes spaced 150-300mm apart. The rope surfaces are painted with red and white warning colors and have a reflective effect at night. When the guardrail is armed, the lowest flexible rope is 0.8-1.2m above the ground, and the highest flexible rope is 1.3-2.0m above the ground.

[0049] For example, the number of soft ropes is 3-6.

[0050] For example, adjacent ropes are spaced 200mm apart.

[0051] For example, when the protective door is in the armed state, the lowest soft rope is 0.9m above the ground and the highest soft rope is 1.5m above the ground.

[0052] In one implementation, the protective door also includes an anti-collision mechanism, which is installed at the connection between the lifting guardrail and the post, and is used to automatically disconnect the connection between the lifting guardrail and the post in the event of an external impact.

[0053] For example, when subjected to an external impact and the force threshold reaches a preset threshold, the anti-collision mechanism automatically detaches, thereby disconnecting the lifting guardrail from the post.

[0054] As an example, the preset threshold can be set according to actual needs, and is not limited here.

[0055] In this embodiment, at the connection points between the two ends of the flexible crossbar and the column, an anti-collision mechanism is provided that can automatically detach upon impact. Even if a motor vehicle runs over the barrier, the flexible crossbar will automatically detach under force, thereby minimizing the damage to the motor vehicle and the driver.

[0056] In one implementation, such as Figure 1 and Figure 2 As shown, the warning unit 40 includes a traffic light 401 and a voice mechanism 402. The traffic light 401 includes a first signal light and a second signal light. The first signal light illuminates when the protective gate 10 is armed, indicating that passage through the intersection area 80 is prohibited. The second signal light illuminates when the protective gate 10 is disarmed, indicating that passage through the intersection area 80 is permitted. The voice mechanism 402 provides an oncoming vehicle voice alert when the protective gate 10 is armed.

[0057] For example, the first traffic light is red and the second traffic light is green.

[0058] For example, when the safety gate is armed, the voice system broadcasts "A train is about to pass through the level crossing. Vehicles and pedestrians, please stop" as a voice reminder of the approaching train.

[0059] For example, if a locomotive is detected within the warning area, the warning unit will activate. Thus, before a locomotive passes through the level crossing area, the traffic lights and voice prompts will be activated in advance, providing timely warnings.

[0060] In some embodiments, such as Figure 1 and Figure 2As shown, the fully automatic railway level crossing safety protection system also includes a control unit 70. The control unit 70 is used to determine the locomotive's travel direction and position within the protection zone based on the sequence in which the locomotive passes multiple first magnets, and / or, based on the sequence in which the locomotive passes multiple second magnets, determine the locomotive's travel direction and position within the judgment zone.

[0061] For example, the second type of sensor on track 1 in the judgment zone includes six second magnets, arranged sequentially along the locomotive's direction of travel: magnet 1, magnet 2, magnet 3, magnet 4, magnet 5, and magnet 6. Magnets 1, 2, and 3 are located in the judgment zone upstream of the protection zone, while magnets 4, 5, and 6 are located in the judgment zone downstream of the protection zone. The first type of sensor on track 1 at the upstream edge of the protection zone includes magnet 7. If a locomotive sequentially passes over magnets 1, 2, and 3, completing two cycles, the second type of sensor detects that the locomotive is moving towards the level crossing area within the judgment zone. At this point, the control unit determines the approaching vehicle based on this result and triggers the protective gate to arm itself. Next, if the locomotive runs over magnet 7 within a preset time period (e.g., 3 minutes), the result detected by the first type of sensor is: there is a locomotive in the protection zone. At this time, the control unit controls the protective gate to remain armed based on the result until the locomotive runs over magnet 4, magnet 5 and magnet 6 in sequence, and reaches two cycles. At this time, the result detected by the second type of sensor is: it is determined that the locomotive in the zone is leaving the level crossing area. At this time, the control unit triggers the protective gate to be disarmed based on the result. If the locomotive does not run over magnet 7 within the preset time period, the result detected by the first type of sensor is: there is no locomotive in the protection zone. At this time, the control unit triggers the protective gate to be disarmed based on the result.

[0062] Understandably, if a locomotive runs over multiple magnets in the judgment zone, and the order of running over the magnets is magnet 1, magnet 2, magnet 3, magnet 1, magnet 2, magnet 3, this completes two cycles, triggering arming. When a locomotive runs over a magnet in the judgment zone but not a magnet in the protection zone (e.g., stops), the system automatically disarms after 3 minutes. However, if the above situation occurs—that is, the locomotive runs over a magnet in the judgment zone but stops before hitting a magnet in the protection zone—the system has already disarmed. If the locomotive then continues to travel towards the level crossing area and runs over a magnet in the protection zone, the system will re-arm. Moreover, as long as a locomotive is present in the protection zone, the system will remain armed.

[0063] For example, during deployment, the traffic lights immediately change from green to red, meaning the first signal light illuminates and the second signal light goes out. A warning voice from the voice system immediately sounds, reminding pedestrians and vehicles to refrain from entering the crossing area. One second later, the raised barrier begins to descend. At this time, the anti-collision detection unit checks whether any vehicles or pedestrians have entered below the barrier. If so, the barrier stops descending and, after the intruding vehicle or pedestrian has left, it resumes descent and deployment continues. If not, the barrier descends to the bottom, the warning voice from the voice system stops, deployment is complete, and the level crossing is ready for train passage.

[0064] In some embodiments, the control unit is also used to control the lifting controller so that the lifting controller can control the lifting guardrail to rise or fall.

[0065] In some embodiments, the control unit is also used to control the warning unit, the anti-smashing detection unit, the intrusion detection unit, etc., to perform their respective functions.

[0066] For example, when a locomotive is present within the protected area, the control unit controls the lifting controller to lower the guardrail, thus arming it. Simultaneously, it illuminates the first signal light and plays a voice prompt: "A train is about to pass through the level crossing; vehicles and pedestrians, please stop." When no locomotive is present within the protected area, the control unit raises the guardrail to its highest point, extinguishes the first signal light, and illuminates the second signal light.

[0067] In some embodiments, the fully automated railway level crossing safety protection system further includes an image detection unit. The image detection unit is used to assist in detecting whether a locomotive exists within the protected area and to determine the direction of travel of the locomotive within the area.

[0068] For example, images include pictures or videos. Images can be stored (e.g., saved locally on the NVR) for later review and export, serving as on-site image data. For instance, during review, users can search by time and adjust video playback speed; a vehicle image player could have fast forward, slow motion, whole vehicle switching, mouse dragging, and arbitrary view matching functions.

[0069] In one implementation, the image detection unit acquires images of the protected area and determines whether a locomotive exists within the protected area based on these images. Furthermore, the image detection unit also acquires images of the judgment area and determines the locomotive's direction of travel within that area based on these images. Thus, by acquiring images of the protected area and / or the judgment area (e.g., in real-time) through the image detection unit, the on-site situation can be remotely viewed and confirmed in real-time.

[0070] In one implementation, for a protected area, a first type of sensor sends a first detection result, indicating the presence of a locomotive within the protected area, to a control unit, and an image detection unit sends a second detection result, also indicating the presence of a locomotive within the protected area, to the control unit. The control unit determines, based on the first and second detection results, whether a locomotive exists within the protected area or not.

[0071] For example, if the first detection result indicates that a locomotive is present in the protected area, and the second detection result also indicates that a locomotive is present in the protected area, the control unit determines that a locomotive is present in the protected area.

[0072] For example, if the first detection result indicates that there is no locomotive in the protected area, and the second detection result indicates that there is no locomotive in the protected area, the control unit determines that there is no locomotive in the protected area.

[0073] For example, if the first detection result indicates that a locomotive exists in the protected area and the second detection result indicates that a locomotive does not exist in the protected area, or if the first detection result indicates that a locomotive does not exist in the protected area and the second detection result indicates that a locomotive exists in the protected area, the control unit will issue a warning to the operator (such as the control warning unit issuing a warning to the operator). The operator will then make a comprehensive judgment based on the actual situation on site and take appropriate action.

[0074] In one implementation, for the judgment area, the second type of sensor sends its third detection result, which indicates the locomotive's direction of travel within the judgment area, to the control unit, and the image detection unit sends its fourth detection result, which also indicates the locomotive's direction of travel within the judgment area, to the control unit. Based on the third and fourth detection results, the control unit determines whether the locomotive within the judgment area should move towards the level crossing area or leave the level crossing area.

[0075] For example, if the third detection result indicates that the locomotive in the judgment area is moving towards the level crossing area, and the fourth detection result indicates that the locomotive in the judgment area is moving towards the level crossing area, the control unit determines that the locomotive in the judgment area is moving towards the level crossing area.

[0076] For example, if the third detection result indicates that the locomotive in the judgment area is leaving the level crossing area, and the fourth detection result indicates that the locomotive in the judgment area is leaving the level crossing area, the control unit determines that the locomotive in the judgment area is leaving the level crossing area.

[0077] For example, if the control unit issues a warning to the operator when the third detection result indicates that a locomotive in the judgment area is moving towards the level crossing area and the fourth detection result indicates that a locomotive in the judgment area is leaving the level crossing area, or when the third detection result indicates that a locomotive in the judgment area is leaving the level crossing area and the fourth detection result indicates that a locomotive in the judgment area is moving towards the level crossing area, the control unit will issue a warning to the operator (e.g., the control warning unit issues a warning to the operator). The operator will then make a comprehensive judgment based on the actual situation on site and take appropriate action.

[0078] In some embodiments, such as Figure 1 and Figure 2 As shown, the fully automatic railway level crossing safety protection system also includes an emergency unit 110. The emergency unit is used to terminate the raising or lowering of the lifting guardrail in the event of a malfunction of the protective gate.

[0079] Examples of security door malfunctions include: the flexible crossbar malfunctioning and stopping working during descent or ascent.

[0080] In this embodiment of the application, when the soft cross cable malfunctions and stops working during the falling or rising process, the emergency unit can be controlled by the control unit to perform emergency handling.

[0081] In some embodiments, such as Figure 1 and Figure 2 As shown, the fully automatic railway level crossing safety protection system also includes: a fence 120, which is installed on the outside of the protective gate 10 along the track extension direction.

[0082] In some embodiments, the fully automated railway level crossing safety protection system further includes a self-testing unit. The self-testing unit is used to monitor the operational status of each hardware component included in the fully automated railway level crossing safety protection system in real time, and immediately alarms upon any component malfunction. The self-testing unit can also be used to monitor the operational status of the software included in the fully automated railway level crossing safety protection system in real time. The self-testing unit also supports restarting the fully automated railway level crossing safety protection system.

[0083] In this embodiment, a first type of sensor and a second type of sensor detect whether a train is approaching a level crossing area (e.g., whether it is within a protected area). When a train approaches the level crossing area, the protective gate is automatically armed to block vehicles and pedestrians. First, this effectively prevents level crossing accidents caused by human negligence, poor visibility due to inclement weather, etc., greatly reducing the accident rate. Second, it protects the lives of railway staff, drivers and passengers of passing vehicles, and pedestrians, while preventing property damage such as vehicle damage, cargo loss, and damage to railway facilities caused by accidents. Third, it avoids traffic congestion caused by untimely or chaotic human operation, making the passage of road vehicles and railway trains more orderly, reducing waiting time for both parties, and improving overall logistics efficiency. Fourth, it reduces delays in cargo transportation and loading / unloading caused by level crossing accidents and congestion, ensuring the timeliness of railway transportation. Fifth, the fully automatic railway level crossing safety protection system has high stability, intelligent identification, and automatic operation, replacing manual labor and saving significant personnel costs.

[0084] The embodiments of this utility model are not limited to the structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this utility model is limited only by the appended claims.

Claims

1. A fully automatic railway level crossing safety protection system, characterized in that, include: The protective gate includes columns and a lifting mechanism; there are two columns, which are set at both ends of the level crossing area along the locomotive travel direction, and the level crossing area indicates the area where the protective gate is located; the lifting mechanism includes a lifting controller and a lifting guardrail, the lifting guardrail is installed between the two columns, and the lifting controller is used to control the lifting guardrail to rise or fall, so as to realize the disarmed and armed states of the protective gate respectively. The first type of sensor is installed on the track at the edge of the protected area. The protected area is defined as the area extending a first preset distance to the left and right of the track from the level crossing area as the center. The first type of sensor is used to detect whether there is a locomotive in the protected area. The protective gate is in a protected state when there is a locomotive in the protected area. The second type of sensor is set on the track at the edge of the judgment area. The judgment area is the area extending two preset distances to the left and right of the track with the protection zone as the center. The second type of sensor is used to detect the direction of locomotive travel in the judgment area. The protective gate is in the armed state when the locomotive in the judgment area travels towards the level crossing area, and in the disarmed state when the locomotive in the judgment area moves away from the level crossing area. Warning unit, installed on at least one column, is used to warn that the protective door is armed; The anti-smashing detection unit is used to detect whether there are intruders below the lifting guardrail; The lifting controller is used to stop the lifting guardrail from descending when there is an intruder below it and the guardrail is descending. The intrusion detection unit is used to detect whether there are intruders in the passageway area when the protective door is armed; the warning unit is also used to warn intruders to stay away from the passageway area when there are intruders in the passageway area. The protective door also includes an anti-collision mechanism, which is installed at the connection between the lifting guardrail and the post, and is used to automatically disconnect the connection between the lifting guardrail and the post in the event of an external impact.

2. The fully automatic railway level crossing safety protection system according to claim 1, characterized in that, The first type of sensor includes one or more first magnets arranged along the locomotive's direction of travel; and / or, The second type of sensor includes multiple second magnets arranged along the locomotive's direction of travel.

3. The fully automatic railway level crossing safety protection system according to claim 2, characterized in that, Also includes: The control unit is used to determine the locomotive's direction of travel and position within the protected area based on the sequence in which the locomotive passes multiple first magnets, and / or, to determine the locomotive's direction of travel and position within the judgment area based on the sequence in which the locomotive passes multiple second magnets.

4. The fully automatic railway level crossing safety protection system according to claim 1, characterized in that, The lifting guardrail consists of multiple soft ropes arranged vertically, with adjacent soft ropes spaced 150-300mm apart, and the surface of the soft ropes has a reflective effect at night.

5. The fully automatic railway level crossing safety protection system according to claim 4, characterized in that, With the protective door in the deployed state, the lowest soft rope is 0.8-1.2m above the ground, and the highest soft rope is 1.3-2.0m above the ground.

6. The fully automatic railway level crossing safety protection system according to claim 1, characterized in that, Also includes: Emergency unit, used to stop the raising or lowering of the guardrail in the event of a malfunction of the safety gate.

7. The fully automatic railway level crossing safety protection system according to claim 1, characterized in that, The warning unit includes: Traffic lights include a first signal light and a second signal light. The first signal light is used to illuminate when the protective gate is in the armed state, indicating that passage is prohibited in the intersection area. The second signal light is used to illuminate when the protective gate is in the disarmed state, indicating that passage is permitted in the intersection area. The voice mechanism is used to provide voice alerts when vehicles are approaching while the security door is armed.

8. The fully automatic railway level crossing safety protection system according to claim 1, characterized in that, Also includes: The fence is installed on the outside of the protective gate along the direction of the track.

9. The fully automatic railway level crossing safety protection system according to claim 1, characterized in that, There are two safety gates, located on both sides of the track within the crossing area.

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