CN112977526B - Obstacle removal device, rail vehicle and control method of rail vehicle obstacle removal device - Google Patents
Obstacle removal device, rail vehicle and control method of rail vehicle obstacle removal device Download PDFInfo
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- CN112977526B CN112977526B CN202110360238.5A CN202110360238A CN112977526B CN 112977526 B CN112977526 B CN 112977526B CN 202110360238 A CN202110360238 A CN 202110360238A CN 112977526 B CN112977526 B CN 112977526B
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- obstacle
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- side plate
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- deflector
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F19/00—Wheel guards; Bumpers; Obstruction removers or the like
- B61F19/06—Nets, catchers, or the like for catching obstacles or removing them from the track
- B61F19/08—Nets, catchers, or the like for catching obstacles or removing them from the track of the drop-down type
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Abstract
The invention provides a fault removing device, a railway vehicle and a control method of the fault removing device of the railway vehicle, wherein the fault removing device comprises a main fault removing plate, a driving mechanism and a movable fault removing plate, the driving mechanism can drive the movable fault removing plate to move, and the movable fault removing plate can movably extend out of the bottom of the main fault removing plate to remove faults; the movable obstacle-removing device is characterized by further comprising a first position sensor, the first position sensor detects the distance between the movable obstacle-removing plate and a base body below the movable obstacle-removing plate, and the driving mechanism controls the movable obstacle-removing plate to move according to the distance detected by the first position sensor. When the obstacles are positioned in the gap between the main obstacle-removing plate and the upper surface of the ballast bed and cannot be effectively cleaned, so that the driving safety is influenced, the movable obstacle-removing plate can be driven by the driving mechanism to descend and extend out of the bottom of the main obstacle-removing plate according to the obstacle-removing requirement, and the obstacle-removing purpose is achieved.
Description
Technical Field
The invention relates to the technical field of vehicles, in particular to a fault removal device, a rail vehicle and a control method of the fault removal device of the rail vehicle.
Background
Obstacle removing equipment is arranged below the head of the railway vehicle and used for cleaning obstacles on the track. The track comprises two rails on both sides, and the rail vehicle is supported on the rails and travels along the rails.
Railway vehicle is equipped with the bogie, be equipped with empty spring between bogie and railway vehicle's the automobile body, in case empty spring is whole to be invalid, the interval of automobile body and rail surface can reduce, in order to avoid taking place this kind of situation, the obstacle removing device descends and takes place the friction with the rail surface of rail, influence driving safety, at present, the rail surface of obstacle removing device and rail has predetermined interval in the direction of height, in order to ensure driving safety, lead to the obstacle removing device can't clear away the barrier in this clearance, the obstacle removing effect is difficult to promote.
Disclosure of Invention
The invention provides obstacle removing equipment which comprises a main obstacle removing plate, a driving mechanism and a movable obstacle removing plate, wherein the driving mechanism can drive the movable obstacle removing plate to move, and the movable obstacle removing plate can movably extend out of the bottom of the main obstacle removing plate to remove obstacles; the movable obstacle deflector further comprises a first position sensor, the first position sensor detects the distance between the movable obstacle deflector and a base body below the movable obstacle deflector, and the driving mechanism controls the movable obstacle deflector to move according to the distance detected by the first position sensor.
Optionally, the movable baffle plate further comprises a first pressure sensor for sensing the pressure of the obstacle, and when the first pressure sensor detects that the pressure reaches a predetermined value, the driving mechanism controls the movable baffle plate to retract or stop extending.
Optionally, the main obstacle deflector includes that it arranges and divides first obstacle deflector curb plate and the second obstacle deflector curb plate of locating both sides to be the contained angle, portable obstacle deflector includes V type component, V type component match assemble in the rear of main obstacle deflector, the width of portable obstacle deflector is less than the width of main obstacle deflector.
Optionally, the first obstacle clearance side plate and the second obstacle clearance side plate are both cover body structures with openings at the front side and the bottom, the inner ends, close to the first obstacle clearance side plate and the second obstacle clearance side plate, of the first obstacle clearance side plate and the second obstacle clearance side plate are connected and communicated, the first obstacle clearance side plate and the second obstacle clearance side plate are far away from each other and respectively face the outer ends of the two sides to form openings.
Optionally, a trapezoidal opening facing the front is formed above a position where the first obstacle clearance side plate and the second obstacle clearance side plate are connected.
Optionally, the first obstacle-removing side plate and the second obstacle-removing side plate are connected, the connecting position is inclined upwards and backwards from the bottom to form a front-side tip, and the movable obstacle-removing plate is matched with the main obstacle-removing plate and can move along with the main obstacle-removing plate; and/or the width of the movable baffle plate is smaller than that of the main baffle plate.
Optionally, the obstacle removing equipment further comprises a first flange part and a second flange part which are respectively located on the first obstacle removing side plate and the second obstacle removing side plate, the driving mechanism can also drive the first flange part and the second flange part to move, the first flange part and the second flange part can be respectively attached to the first obstacle removing side plate and the second obstacle removing side plate to move and extend out of the first obstacle removing side plate and the upper edge of the second obstacle removing side plate.
Optionally, the vehicle further comprises a second pressure sensor for sensing the pressure of an obstacle, and at least one of the main baffle plate, the first flange part and the second flange part is provided with the second pressure sensor; when the pressure detected by the second pressure sensor reaches a preset value, the driving mechanism controls the first flange part and the second flange part to retract or stop extending.
Optionally, the system further comprises a control unit and a second position sensor, the second position sensor detects the distance between the main exhaust baffle and the rail surface, and the control unit opens and closes the second pressure sensor according to the detected distance.
Optionally, the obstacle removing equipment comprises an installation shell with an opening facing to the rear, the installation shell is in a U shape with the opening facing to the rear, notches are formed in two sides of the installation shell, the main obstacle removing plate is installed in the installation shell, the outer ends of the first obstacle removing side plate and the second obstacle removing side plate are connected to two sides of the U-shaped plate, and the opening of the outer end corresponds to the notch; the main obstacle removing plate further comprises a transition plate, and the tops of the first obstacle removing side plate and the second obstacle removing side plate are connected with the inner wall of the front end of the mounting shell in a sealing mode through the transition plate.
The invention also provides a rail vehicle, wherein any one of the obstacle removing devices is arranged below the head of the rail vehicle, and the main obstacle removing plate is used for cleaning the rail surface of the rail.
The invention also provides a control method of the rail vehicle obstacle removing equipment, based on the obstacle removing equipment, the distance between the movable obstacle removing plate and a base body below the movable obstacle removing plate is detected, and when the detected distance is in a first preset value, the movable obstacle removing plate is controlled not to extend out or retract to an initial position; when the detected distance is in a second preset value, the movable obstacle-removing plate is controlled to extend out; when the detected distance is in a third preset value, controlling the movable baffle plate not to extend out or retract to the initial position;
wherein the first preset value is greater than the second preset value, and the second preset value is greater than the third preset value.
Optionally, the third preset value is 0 or a range value close to zero; the first preset value is a distance between the movable obstacle deflector and the ground or the upper surface of the road bed when the movable obstacle deflector is at the initial position, or a range value close to the distance.
The invention also provides a control method of the rail vehicle obstacle removing equipment, which is characterized in that based on the obstacle removing equipment in the eighth item, the distance between the main obstacle removing plate and the rail surface is detected, when the detected distance is in a fourth preset value, the second pressure sensor is controlled to start, and the fourth preset value is zero or a range value close to zero; when the pressure detected by the second pressure sensor is greater than a preset value, the rail vehicle is controlled to decelerate, and/or the first flange part and the second flange part are controlled to retract or stop extending.
The obstacle removing equipment in the scheme comprises a movable obstacle removing plate, a driving mechanism and a first position sensor, wherein the movable obstacle removing plate is also used for obstacle removing operation, the driving mechanism can drive the movable obstacle removing plate to move so as to stretch out of the bottom of the main obstacle removing plate, the height of the movable obstacle removing plate is lower than that of the main obstacle removing plate, and then the movable obstacle removing plate can perform obstacle removing operation on the position lower than a track. When the obstacle needing to be cleaned is arranged below the movable obstacle removing plate according to the distance detected by the first position sensor, the driving mechanism can drive the movable obstacle removing plate to extend out to perform obstacle removing operation. Therefore, when a lower obstacle is positioned in a gap between the main obstacle removing plate and the upper surface of the ballast bed and cannot be effectively cleaned, so that the driving safety is influenced, the movable obstacle removing plate can be driven to descend and extend out of the bottom of the main obstacle removing plate through the driving mechanism according to the obstacle removing requirement, and the obstacle removing purpose is achieved.
Drawings
Fig. 1 is a schematic structural diagram of a fault removing apparatus provided in an embodiment of the invention and installed on a rail vehicle;
fig. 2 is a schematic structural view of the obstacle deflector of fig. 1, showing the rear of the obstacle deflector;
FIG. 3 is a top view of FIG. 2;
fig. 4 is a schematic structural view of the obstacle deflector of fig. 1, showing a front side of the obstacle deflector;
FIG. 5 is a side view of FIG. 2;
FIG. 6 is a bottom view of FIG. 3;
FIG. 7 is a side view of the first barrier side panel of FIG. 4;
FIG. 8 is an isometric view of the main baffle plate and mounting housing of FIG. 1;
FIG. 9 is a sectional view taken along line A-A of FIG. 8;
FIG. 10 is a rear view of the primary baffle plate of FIG. 2;
FIG. 11 is a schematic view of the movable baffle plate and drive mechanism of FIG. 10;
FIG. 12 is a schematic view of the movable baffle of FIG. 11;
FIG. 13 is a front view of FIG. 4;
fig. 14 is an enlarged view of the position of the drive mechanism in fig. 3.
The reference numerals in fig. 1-14 are illustrated as follows:
1-obstacle removing equipment;
11-a primary baffle plate; 111-a first barrier side panel; 111 a-upper edge; 111 b-bottom edge; 112-a second barrier clearance side plate; 113-a transition plate; 113 a-slot; 11 a-front side tip;
12-a movable baffle;
13-mounting the housing;
141-a first flange portion; 142-a second flange portion;
151-a mount; 152-a second cylinder; 153-a slide block; 154-a slide rail; 155-a first cylinder; 156-connecting rod; 157-a limiting part;
16-a cross-bar;
171-a second position sensor; 172-a second pressure sensor; 181-first position sensor; 182-a first pressure sensor;
100-a rail vehicle; 200-a rail; 200 a-rail plane.
Detailed Description
In order that those skilled in the art will better understand the disclosure, the invention will be described in further detail with reference to the accompanying drawings and specific embodiments.
Referring to fig. 1 to 5, fig. 1 is a schematic structural diagram of a fault removing apparatus 1 provided in a rail vehicle according to an embodiment of the present invention; fig. 2 is a schematic structural view of the obstacle deflector 1 of fig. 1, showing the rear of the obstacle deflector 1; FIG. 3 is a top view of FIG. 2; fig. 4 is a schematic structural view of the obstacle deflector 1 of fig. 1, showing a front side of the obstacle deflector 1; fig. 5 is a side view of fig. 2.
In the present embodiment, "front" and "rear" are based on the forward direction of the railway vehicle, and the forward direction is "front", and conversely "rear".
The obstacle deflector 1 in the present embodiment is provided below the head of the rail vehicle 100 for removing obstacles on the rail. The obstacle clearance device 1 comprises a main obstacle clearance plate 11 used for obstacle clearance operation, the main obstacle clearance plate 11 of the embodiment in fig. 3 and 4 specifically comprises a first obstacle clearance side plate 111 and a second obstacle clearance side plate 112, the first obstacle clearance side plate 111 and the second obstacle clearance side plate 112 are respectively located on two sides and arranged in an included angle, an opening formed by the included angle arrangement faces the rear direction, the intersecting position of the first obstacle clearance side plate 111 and the second obstacle clearance side plate 112 is located at the center line of the main obstacle clearance plate 11, namely, the first obstacle clearance side plate 111 and the second obstacle clearance side plate 112 are symmetrically arranged along the center line of the main obstacle clearance plate 11, and the center line of the main obstacle clearance plate 11 also coincides with the center line of the railway vehicle 100. The main obstacle deflector 11 extends across two rails 200 (as shown in fig. 13) on the aisle bed in the width direction of the railway vehicle 100, so that obstacles above the rail surface 200a can be cleared, for example, the obstacle deflector 1 is a snow removing device for removing snow on the rail surface 200 a.
It should be noted that the obstacle deflector 1 in this embodiment further includes a movable obstacle deflector 12 and a driving mechanism, wherein the movable obstacle deflector 12 is also used for obstacle deflecting operation, the driving mechanism can drive the movable obstacle deflector 12 to move, as shown in fig. 4, the driving mechanism can drive the movable obstacle deflector 12 to move to extend out of the bottom of the main obstacle deflector 11, and when the height of the movable obstacle deflector 12 is lower than that of the main obstacle deflector 11, the movable obstacle deflector 12 can perform obstacle deflecting operation on an area lower than the rail surface 200 a. As described in the background art, in order to improve the safety of driving, the main obstacle deflector 11 and the track 200 have a predetermined distance in the height direction, and when a lower obstacle is located between the main obstacle deflector 11 and the upper surface of the track bed and cannot be effectively cleaned, so as to affect the driving of the vehicle, the movable obstacle deflector 12 can be driven by the driving mechanism to descend and extend out of the bottom of the main obstacle deflector 11 according to the obstacle-removing requirement, so that the cleaning purpose is achieved, meanwhile, the airflow field environment at the bottom of the vehicle can be improved, and the aerodynamic resistance of the vehicle can be reduced.
As can be understood in connection with fig. 13, in order to automatically control the movement of the movable obstacle deflector 12, a first position sensor 181 is further provided, the first position sensor 181 being used to detect the distance of the movable obstacle deflector 12 from a substrate therebelow, where the substrate refers to an object under the movable obstacle deflector 12, which is distinguished from obstacle-removing equipment, and in general, the substrate is the track bed surface of a track when there is no obstacle, or directly the ground, and when there is an obstacle such as snow, the substrate is the snow-covered upper surface. The first position sensor 181 may be an in-line non-contact sensor such as an electromagnetic, electro-optical, differential transformer, or the like. The sensor in this solution is mainly shown in fig. 13, the remaining figures not being shown.
The specific control strategy of the driving mechanism is as follows:
when the distance detected by the first position sensor 181 is a first preset value, the driving mechanism controls the movable obstacle discharge plate 12 not to extend or retract to an initial position, that is, the initial position is not to extend or retract to an initial position from a currently extending position, that is, the initial position is not to extend to the bottom of the main obstacle discharge plate 11, where the first preset value may be a distance between the movable obstacle discharge plate 12 and the bed surface of the track bed, indicating that there is no obstacle below the movable obstacle discharge plate 12, and the first preset value may be a range value close to the distance between the movable obstacle discharge plate 12 and the bed surface of the track bed, indicating that there is no obstacle below the movable obstacle discharge plate 12 or the height of the obstacle is small, and no obstacle discharge operation is yet required. When the detected distance is in a first preset value, the movable obstacle evacuation board 12 does not extend to work, or an obstacle does not exist and has a low height, and the movable obstacle evacuation board 12 can be retracted to the initial position from the extending working state to not participate in obstacle evacuation work;
when the distance detected by the first position sensor 181 is at a second preset value, which is smaller than the first preset value, or a range value, indicating that an obstacle exists and the obstacle reaches a certain height, the obstacle removing requirement is met, the movable obstacle removing plate 12 is controlled to extend out, i.e., extend out from the initial position or keep in a current extending state, the extending distance can also be adjusted according to the detected distance, for example, if the height of the obstacle is higher, the obstacle extends out by a shorter distance, and if the height of the obstacle is lower, the obstacle extends out by a longer distance, so as to meet the obstacle removing requirement;
when the detected distance is within a third preset value, which is smaller than the second preset value, the third preset value may also be a range value, which indicates that the height of the obstacle is too high, for example, the third preset value may be a range value of 0 or close to 0, and at this time, the obstacle that protrudes from the movable obstacle deflector 12 may bear a large obstacle-removing pressure, which may damage the movable obstacle deflector 12, and then the movable obstacle deflector 12 is controlled not to protrude or retract from the protruding state to the initial position.
In connection with this, the movable baffle plate 12 may be provided with a first pressure sensor 182, as shown in fig. 13, the first pressure sensor 182 is used for sensing the pressure of the obstacle, that is, sensing the pressure generated when the movable baffle plate 12 contacts with the obstacle during obstacle clearance, and the driving mechanism may control the movable baffle plate 12 to retract or stop extending when the first pressure sensor 182 detects that the pressure reaches a predetermined value, wherein the predetermined value of the pressure may be a yield limit value of the material of the movable baffle plate 12, or a value slightly smaller than the yield limit value of the material, or a range value fluctuating above or below the yield limit value, and the like. That is, when the barrier discharge pressure is excessively high, damage may be caused to the movable barrier discharge plate 12, and at this time, the extension of the movable barrier discharge plate 12 may be stopped, i.e., the barrier discharge pressure is prevented from being further increased, or, more securely, the movable barrier discharge plate 12 may be retracted, either in a state of being retracted by a certain distance but still extending the bottom of the main barrier discharge plate 11, or may be directly retracted to the initial position. The first preset value, the second preset value, and the third preset value may be set according to actual situations, and are not limited herein.
As a further scheme, the width of the movable obstacle deflector 12 may be set to be smaller than the width of the main obstacle deflector 11 and located between the obstacle deflector positions on both sides of the main obstacle deflector 11, so that when the rail vehicle is on the rails 200, the movable obstacle deflector 12 may be located between two rails 200, the driving mechanism may drive the movable obstacle deflector 12 to descend below the main obstacle deflector 11, and the height may be lower than the two rails 200 on both sides, so that the movable obstacle deflector 12 is beneficial to cleaning the obstacle between the two rails 200, which is lower than the rail surface 200a, and the movable obstacle deflector 12 may not contact the rails 200 on both sides of the rail when ascending and descending, and the driving safety may not be affected at any time.
As mentioned above, the main obstacle deflector 11 in this embodiment includes the first obstacle deflector side plate 111 and the second obstacle deflector side plate 112 disposed at an included angle and separately disposed on two sides, i.e. disposed in a substantially V-shape, so that the intersecting position of the first obstacle deflector side plate 111 and the second obstacle deflector side plate 112 can form the front tip 11a facing forward to form a plough blade, thereby achieving the purpose of breaking and clearing obstacles, and simultaneously facilitating the air flow to two sides, and reducing the aerodynamic resistance.
Furthermore, as shown in fig. 4 and 5, the first obstacle-removing side plate 111 and the second obstacle-removing side plate 112 are of a flow guide cover body structure with an opening on the front side and the bottom, the inner ends, close to each other, of the first obstacle-removing side plate 111 and the second obstacle-removing side plate 112 are connected and communicated, the first obstacle-removing side plate 111 and the second obstacle-removing side plate 112 are far away from each other and respectively open towards the outer ends of the two sides, in addition, the upper edges of the tops of the first obstacle-removing side plate 111 and the second obstacle-removing side plate 112 are bent towards the front lower side to a certain degree, and the bottom edges of the first obstacle-removing side plate 111 and the second obstacle-removing side plate 112 are approximately horizontally arranged. The first obstacle-removing side plate 111 and the second obstacle-removing side plate 112 are streamline faired fairwater structures, extend from the front end to the rear end in a curved surface with an outward expanding state, and have an outer end opening in a diagonal cut structure with the same direction as the two sides of the vehicle body, so that the aerodynamic resistance can be reduced as much as possible. It can be seen that, in this embodiment, the first obstacle clearance side plate 111 and the second obstacle clearance side plate 112 are cover structures formed by rolling plate structures, and the first obstacle clearance side plate 111 and the second obstacle clearance side plate 112 may be separated or integrally disposed. In the present embodiment, the main obstacle deflector 11 is configured as a cover structure, which is beneficial to limit obstacles and air flow in the space of the cover, and can reduce the air turbulence around the obstacle deflector 1 and reduce the aerodynamic noise in the area. Of course, as another alternative, the first barrier side plate 111 and the second barrier side plate 112 may be substantially flat plate structures, or the main barrier plate 11 may not be provided with a V-shaped structure, such as a C-shaped structure.
In order to reduce aerodynamic drag, the cover structure of the main barrier plate 11 may be designed to have a streamlined curved shape, and in particular, the curved shapes of the first barrier side plate 111 and the second barrier side plate 112 may be controlled by four angles, as shown in fig. 6 to 9, and fig. 6 is a bottom view of fig. 3; FIG. 7 is a side view of the first barrier side panel 111 of FIG. 4; FIG. 8 is an isometric view of the main baffle plate 11 and the mounting housing 13 of FIG. 1; fig. 9 is a sectional view taken along line a-a of fig. 8.
As shown in fig. 6, the included angle between the first barrier side panel 111 and the second barrier side panel 112 of the main barrier panel 11 is an opening angle α; as shown in fig. 7, a front tip 11a formed by the connection of the first barrier side plate 111 and the second barrier side plate 112 is inclined from the bottom back to the top, and an included angle between a middle ridge line of the front tip 11a and the bottom edge is an inclination angle β, fig. 7 shows a bottom edge 111b of the first barrier side plate 111; in addition, as shown in fig. 7, the included angle between the top of the first barrier side plate 111 and the second barrier side plate 112 and the horizontal direction is an attack angle γ; as shown in fig. 8 and 9, the angle between the top upper edge of the first barrier side panel 111 and the second barrier side panel 112 and the horizontal direction is a suppression angle δ. The opening degree of the main baffle plate 11 can be controlled by adjusting the opening angle alpha, the sharpness of the main baffle plate 11 can be controlled by adjusting the inclination angle beta, and the pneumatic resistance and the obstacle removing capability can be influenced by adjusting the opening degree and the sharpness. The angle between the main baffle board 11 and the traveling direction of the rail vehicle 100 can be controlled by adjusting the attack angle γ, and in this embodiment, the attack angle γ is smaller, and the top of the main baffle board 11 is approximately horizontal. The degree of pressing the obstacle by the main baffle plate 11 can be controlled by adjusting the suppression angle δ, and the splash prevention effect can be adjusted.
Continuing to refer to FIG. 6 in conjunction with FIGS. 10-12, FIG. 10 is a rear view of the main baffle plate 11 of FIG. 2; FIG. 11 is a schematic view of the movable baffle plate 12 and drive mechanism of FIG. 10; fig. 12 is a schematic view of the movable barrier plate 12 of fig. 11.
Corresponding to the V-shaped main barrier panel 11, the movable barrier panel 12 in this case comprises a V-shaped member which is fittingly fitted behind the main barrier panel 11. As will be understood from fig. 4, the first barrier side plate 111 and the second barrier side plate 112 on both sides of the main barrier panel 11 are connected, and a front side tip 11a is formed in the middle of the main barrier panel 11, the front side tip 11a is not vertical, as shown in fig. 7, the front side tip 11a is inclined gradually backward from the bottom to form a plow edge, as shown in fig. 12, and the V-shaped member as a movable barrier panel is matched with the front side tip 11a of the main barrier panel 11. The V-shaped component of the movable obstacle removing plate 12 comprises a first triangular plate 121 and a second triangular plate 122 which are arranged at included angles and respectively correspond to a first obstacle removing side plate 111 and a second obstacle removing side plate 112, the V-shaped component can be relatively attached to the back of the front tip 11a below the main obstacle removing plate 11 at the moment, the attachment is not limited to complete attachment, the attachment can be carried out or a small interval is formed, preferably, the V-shaped component can jointly form a complete seamless obstacle removing plate structure with the main obstacle removing plate 1 after stretching out, and the obstacle removing effect is improved.
Under normal operating mode, carry out the operation of removing obstacles by main obstacle board 11, when needing to get rid of the barrier of lower position on the ballast bed, can drive V type component and descend, then the V type component can be forward the removal of downwards doing the inclined path to stretch out from the middle part front end of main obstacle board 11, then the V type component can be to the operation of removing obstacles of lower position.
With continuing reference to fig. 3, 4, and 6, and as understood in conjunction with fig. 13, fig. 13 is a front view of fig. 4.
The trapezoidal opening towards the place ahead has been seted up to the middle part top of main obstacle deflector 11, the top that first obstacle deflector lateral plate 111 and second obstacle deflector lateral plate 112 meet the position promptly, so sets up, the circulation of the air current and barrier (for example be snow granule) of being convenient for, and air current and barrier can get into in the cover body structure of the first obstacle deflector lateral plate 111 and the second obstacle deflector lateral plate 112 of both sides from trapezoidal opening to can effectively reduce pneumatic resistance and the pneumatic noise in this region. Through research, the openings are arranged and are trapezoidal, air flow and barriers can flow to two sides more smoothly under the drainage effect of the trapezoidal openings, and compared with the openings with other shapes, the pneumatic noise is reduced most obviously.
With reference to fig. 2, the obstacle deflector 1 further includes a mounting shell 13 for connecting with the rail vehicle 100, where the mounting shell 13 is a U-shaped flange structure with an opening facing rearward and is disposed along a front of the rail vehicle 100. The main obstacle clearance plate 11 is located the installation shell 13, and the both sides lateral wall of installation shell 13 is equipped with the breach, and first obstacle clearance curb plate 111 and second obstacle clearance curb plate 112 are connected in installation shell 13, and the outer end opening of first obstacle clearance curb plate 111, second obstacle clearance curb plate 112 is corresponding to the breach of both sides respectively. In addition, since the first barrier side plate 111 and the second barrier side plate 112 are curved cover structures, in order to maintain a closed connection with the mounting shell 13, the main barrier plate 11 is further provided with a transition plate 113, the transition plate 113 connects the tops of the first barrier side plate 111 and the second barrier side plate 112 with the inner wall of the front end of the mounting shell 13, and in order to match with the curved deflector cover structures of the first barrier side plate 111 and the second barrier side plate 112, the transition plate 113 is in a reverse curved shape to smoothly connect the mounting shell 13 with the main barrier plate 11, as shown in fig. 4, the middle of the transition plate 113 is further bulged to form a trapezoid shape to match with a trapezoid opening. The mounting shell 13 is matched with the vehicle head, and is in smooth transition as a whole, so that the aerodynamic resistance of the nose tip area of the vehicle head can be effectively reduced, and meanwhile, the mounting shell is used as a mounting component of the main obstacle deflector 11.
Specifically, with continued reference to fig. 10 to 12 and 14, the driving mechanism includes a fixing frame 151, the fixing frame 151 is fixed behind the main obstacle deflector 11, and specifically, two ends of the fixing frame 151 are respectively fixed to the back of the first obstacle deflector side plate 111 and the back of the second obstacle deflector side plate 112. The fixing frame 151 is provided with a slide rail 154 extending up and down, the driving mechanism further comprises a slide block 153 and a first driving part, the first driving part is specifically a first air cylinder 155, the slide block 153 is connected with the movable baffle plate 12, as shown in fig. 11, two sides of a V-shaped component as the movable baffle plate 12 are connected through a cross rod 16, the slide block 153 is connected with the cross rod 16, in order to improve driving stability and impact resistance of the movable baffle plate 12, two sets of slide blocks 153 are further provided, the first air cylinder 155 as the first driving part is arranged between the two sets of slide blocks 153 and the slide rails 154, one end of the first air cylinder 155 is fixed on the fixing frame 151, and the other end is fixed on the cross rod 16. The arrangement of the first cylinder 155, the slide block 153 and the slide rail 154 is simple and the driving is stable, and it can be understood that the way of driving the V-shaped member by the driving mechanism is not limited thereto, for example, the driving mechanism is driven by a motor, a screw nut transmission, etc., and the driving mechanism can also be manually adjusted, for example, the lifting and lowering can be adjusted by a bolt.
The inclination angle β of the main baffle plate 11 in this embodiment is smaller than 90 degrees, and correspondingly, the V-shaped member has substantially the same inclination angle β, at this time, the slide block 153 does not move in the vertical direction along the slide rail 154, but has a certain inclination angle, and the slide block 153 moves obliquely downward along the slide rail 154, i.e., moves forward and downward, and then drives the V-shaped member to move obliquely downward, so that the V-shaped member substantially fits the main baffle plate 11 to move to hide behind the main baffle plate 11, or when a lower position needs to be cleared, the movable baffle plate is moved to partially extend below the bottom of the main baffle plate 11. The V-shaped member and the front tip 11a of the main baffle plate 11 are matched in shape, so that the substantially same baffle effect is continuously kept during baffle elimination, and the relative stability of the air flow can be maintained by mutual joint and joint movement. Certainly, the movable obstacle deflector 12 and the main obstacle deflector 11 have a certain distance in the front-back direction, which does not affect the performance of the temporary obstacle deflector, and the movable obstacle deflector 12 is not limited to a V-shaped member, and any structural form capable of performing obstacle deflector is acceptable.
With continued reference to fig. 11 and 13, the obstacle deflector 1 of the embodiment further includes a first flange portion 141 and a second flange portion 142 respectively disposed in the first obstacle deflector side plate 111 and the second obstacle deflector side plate 112, and in fig. 11, the two flange portions are specifically plate structures. At this time, the driving mechanism can also drive the first flange portion 141 and the second flange portion 142 to move, the first flange portion 141 and the second flange portion 142 can respectively move along the inner sides of the first barrier side plate 111 and the second barrier side plate 112, and can downwardly extend the upper edges of the first barrier side plate 111 and the second barrier side plate 112, where the downwardly extending does not require vertical downward, but is determined according to the angles of the upper edges of the first barrier side plate 111 and the second barrier side plate 112, in fig. 4, the upper edges of the barrier side plates are downwardly bent by a certain angle, the first flange portion 141 and the second flange portion 142 can obliquely downwardly extend along the upper edges, of course, the flange portions can be obliquely downwardly or vertically downwardly, the oblique downwardly is more gentle, and the flow resistance can be reduced. It can be seen that the pressing height of the main baffle 11 is adjusted by the flange portion, which is equivalent to adjusting the restraining angle δ, so that the excellent anti-splashing effect can be achieved according to the height and texture of the obstacle (such as snow, etc.), and the obstacle (such as snow, etc.) is prevented from splashing and damaging the trackside facilities.
With continuing reference to fig. 13, the main baffle 11 and at least one of the first and second flange portions 141, 142 are provided with a second pressure sensor 172 for sensing an obstacle pressure, which is also a pressure generated when in contact with an obstacle. When the pressure detected by the second pressure sensor 172 is greater than a preset value, it indicates that the obstacle clearance pressure of the main obstacle clearance plate 11 is greater, where the preset value may be a material yield limit value of the main obstacle clearance plate 11 and the first flange portion 141 or the second flange portion 142, or slightly smaller than the material yield limit value, or a range value fluctuating above and below the yield limit value, and the like, and in order to avoid damage to obstacle clearance equipment and a driving risk that may result, the speed of the rail vehicle may be controlled to decrease. The first and second flange portions 141 and 142 may also be controlled to stop extending, so as to prevent further pressure increase due to continuous extension, or retract to a certain distance, or directly retract to the initial position, i.e., the initial position of the first and second flange portions 141 and 142 is located inside the first and second barrier side panels 111 and 112.
As shown in fig. 13, the main obstacle deflector 11 is further provided with a second position sensor 171 for detecting a distance between the obstacle deflector body 11 and the rail surface 200a, and the second position sensor 171 may be a built-in non-contact sensor, such as an electromagnetic type, a photoelectric type, a differential transformer type, or the like, similar to the first position sensor 181. The second position sensor 171 is specifically disposed near the lower edges of the first obstacle-removing side plate 111 and the second obstacle-removing side plate 112, and the obstacle-removing device is provided with a control unit, and when detecting that the distance from the rail surface 200a reaches a fourth preset value, the second pressure sensor 172 may be turned on, and when the distance does not reach the fourth preset value, the second pressure sensor 172 may be turned off, and the fourth preset value may be a range value of zero or close to zero. The control unit may be integrated with the driving mechanism or may be a separate controller structure. When the fourth preset value is reached, it indicates that an obstacle is on the rail surface 200a, and the obstacle clearing requirement is met, the main obstacle clearing plate 11 already participates in obstacle clearing work, and at this time, it is necessary to monitor pressure, so that the second pressure sensor 172 is started, the second pressure sensor 172 is prevented from being normally opened, the service life of the second pressure sensor 172 can be prolonged while the electric quantity is saved. When the preset value is a range value close to zero, the pressure detection can be performed in time, and the second pressure sensor 172 can be prevented from being frequently turned on or off when the detected distance fluctuates in a small range.
With continued reference to fig. 14, fig. 14 is an enlarged view of the driving mechanism of fig. 3.
As shown in fig. 14, the driving mechanism further includes a second driving portion, which is also specifically a cylinder, and may be defined as a second cylinder 152. The driving mechanism further includes a connecting rod 156, one end of the connecting rod 156 is hinged to the second cylinder 152, the other end of the connecting rod 156 is inserted into a long hole 113a formed in the top of the main barrier plate 11, the connecting rod 156 is inserted into the long hole 113a and then connected to a flange portion formed inside the first barrier side plate 111 or the second barrier side plate 112, the connecting rod 156 is further provided with a stopper 157, the stopper 157 is larger than the long hole 113a in size to limit the connecting rod 156 from passing downward through the long hole 113a, the stopper 157 may be a card fixed to the connecting rod 156 or an annular projection formed integrally with the connecting rod 156, and since the end of the connecting rod 156 is connected to the first flange portion 141 or the second flange portion 142, the connecting rod 156 does not separate upward from the long hole 113a because the flange portion cannot pass through the long hole 113a, so that the connecting rod 156 can only move along the long hole 113a, and when the second cylinder 152 is extended, the connecting rod 156 moves along the long hole 113a, so as to drive the corresponding first flange part 141 or the second flange part 142 to move, and the extending direction of the long hole 113a is designed as follows: when moving along with the corresponding connecting rod 156, the first flange portion 141 and the second flange portion 142 may be at least partially extended out of the upper edge of the first barrier side plate 111 or the second barrier side plate 112, or hidden in the cover of the corresponding first barrier side plate 111 and the second barrier side plate 112, so as to adjust the suppression angle δ.
Here, one end of the connecting rod 156 is connected to the second cylinder 152, and the other end passes through the elongated hole 113a to be connected to the flange portion located inside the first and second barrier side plates 111 and 112, so that the driving mechanism can be simplified, and it is not necessary to provide a driving structure inside the first and second barrier side plates 111 and 112, thereby minimizing the influence on the inside air flow and the obstacle. It will be appreciated that the second drive portion, like the first drive portion, is not limited to including the second cylinder 152, and that a motor, a manual screw position adjustment, etc. may be used.
The principles and embodiments of the present invention are explained herein using specific examples, which are presented only to assist in understanding the method and its core concepts. It should be noted that, for those skilled in the art, it is possible to make various improvements and modifications to the present invention without departing from the principle of the present invention, and those improvements and modifications also fall within the scope of the claims of the present invention.
Claims (9)
1. The obstacle removing equipment comprises a main obstacle removing plate, and is characterized by also comprising a driving mechanism and a movable obstacle removing plate, wherein the driving mechanism can drive the movable obstacle removing plate to move, and the movable obstacle removing plate can movably extend out of the bottom of the main obstacle removing plate so as to remove obstacles;
the movable baffle plate also comprises a first pressure sensor for sensing the pressure of an obstacle, and when the pressure detected by the first pressure sensor reaches a preset value, the driving mechanism controls the movable baffle plate to retract or stop extending;
the main obstacle removing plate comprises a first obstacle removing side plate and a second obstacle removing side plate which are arranged at an included angle and are respectively arranged on two sides, the obstacle removing equipment further comprises a first flange part and a second flange part which are respectively positioned in the first obstacle removing side plate and the second obstacle removing side plate, the driving mechanism can also drive the first flange part and the second flange part to move, and the first flange part and the second flange part can respectively move along the inner sides of the first obstacle removing side plate and the second obstacle removing side plate and extend out of the upper edges of the first obstacle removing side plate and the second obstacle removing side plate downwards;
the second pressure sensor is arranged on at least one of the main exhaust baffle, the first flange part and the second flange part; when the pressure detected by the second pressure sensor reaches a preset value, the driving mechanism controls the first flange part and the second flange part to retract or stop extending.
2. The obstacle evacuation apparatus of claim 1, wherein the movable obstacle evacuation panel comprises a V-shaped member matingly fitted behind the main obstacle evacuation panel, the movable obstacle evacuation panel having a width less than a width of the main obstacle evacuation panel.
3. The obstacle evacuation device of claim 2, wherein the first obstacle evacuation side plate and the second obstacle evacuation side plate are both cover structures with front sides and bottom openings, inner ends of the first obstacle evacuation side plate and the second obstacle evacuation side plate, which are close to each other, are connected and communicated, and outer ends of the first obstacle evacuation side plate and the second obstacle evacuation side plate, which are far away from each other and respectively face to both sides, are both open; and a trapezoid opening facing the front is formed above the position where the first obstacle-removing side plate and the second obstacle-removing side plate are connected.
4. The obstacle deflector apparatus of claim 3, wherein the first obstacle deflector side plate and the second obstacle deflector side plate are joined at a position inclined upward and rearward from the bottom to form a front tip, and wherein the movable obstacle deflector is fitted to the main obstacle deflector and is capable of moving in conformity with the main obstacle deflector.
5. The obstacle evacuation apparatus of claim 1, further comprising a control unit and a second position sensor, the second position sensor detecting a distance between the main obstacle evacuation panel and a rail surface, the control unit opening and closing the second pressure sensor according to the detected distance.
6. The obstacle deflector of any one of claims 2-5, comprising a mounting shell with an opening facing the rear, wherein the mounting shell is U-shaped with an opening facing the rear, notches are formed on two sides of the mounting shell, the main obstacle deflector is mounted in the mounting shell, the outer ends of the first obstacle deflector side plate and the second obstacle deflector side plate are connected to two sides of the U-shaped mounting shell, and the openings of the outer ends correspond to the notches; the main obstacle removing plate further comprises a transition plate, and the tops of the first obstacle removing side plate and the second obstacle removing side plate are connected with the inner wall of the front end of the mounting shell in a sealing mode through the transition plate.
7. The rail vehicle is characterized in that the obstacle removing equipment as claimed in any one of claims 1 to 6 is arranged below the head of the rail vehicle, and the main obstacle removing plate is used for cleaning the rail surface of a rail.
8. The control method of the obstacle deflector of the rail vehicle, which is based on any one of claims 1 to 6, is characterized in that the distance between the movable obstacle deflector and the substrate below the movable obstacle deflector is detected, and when the detected distance is in a first preset value, the movable obstacle deflector is controlled not to extend or retract to the initial position; when the detected distance is in a second preset value, the movable obstacle-removing plate is controlled to extend out; when the detected distance is in a third preset value, controlling the movable baffle plate not to extend out or retract to the initial position;
wherein the first preset value is greater than the second preset value, and the second preset value is greater than the third preset value; the third preset value is 0 or a range value close to zero; the first preset value is a distance between the movable baffle plate and the ground or the upper surface of the road bed when the movable baffle plate is at the initial position, or a range value close to the distance.
9. The control method of the rail vehicle obstacle deflector is based on the obstacle deflector of claim 5, and is characterized in that the distance between the main obstacle deflector and the rail surface is detected, and when the detected distance is in a fourth preset value, the second pressure sensor is controlled to be started, and the fourth preset value is zero or a range value close to zero; when the pressure detected by the second pressure sensor is greater than a preset value, the rail vehicle is controlled to decelerate, and/or the first flange part and the second flange part are controlled to retract or stop extending.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110360238.5A CN112977526B (en) | 2021-04-02 | 2021-04-02 | Obstacle removal device, rail vehicle and control method of rail vehicle obstacle removal device |
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| CN202110360238.5A CN112977526B (en) | 2021-04-02 | 2021-04-02 | Obstacle removal device, rail vehicle and control method of rail vehicle obstacle removal device |
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| CN112977526A CN112977526A (en) | 2021-06-18 |
| CN112977526B true CN112977526B (en) | 2022-09-02 |
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| CN114888021B (en) * | 2022-04-21 | 2023-07-07 | 中国电建集团华东勘测设计研究院有限公司 | Cleaning device, cleaning system and cleaning method for photovoltaic panel |
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| CN112977526A (en) | 2021-06-18 |
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