CN210852472U - Trackside anticollision check out test set - Google Patents
Trackside anticollision check out test set Download PDFInfo
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- CN210852472U CN210852472U CN201921652235.3U CN201921652235U CN210852472U CN 210852472 U CN210852472 U CN 210852472U CN 201921652235 U CN201921652235 U CN 201921652235U CN 210852472 U CN210852472 U CN 210852472U
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Abstract
The application relates to trackside anti-collision detection equipment which is used for monitoring the running state of a track and comprises a turnout monitoring assembly, a vehicle monitoring assembly, a host, a communication module and a bracket; the turnout monitoring assembly is electrically connected with the host and used for monitoring the current condition of the rail turnout; the vehicle monitoring component is electrically connected with the host and used for monitoring the information of the vehicle running on the track at present; the turnout monitoring assembly, the vehicle monitoring assembly and the host are all fixedly arranged on the bracket; the bracket is used for being fixedly arranged at the side of the track; the communication module is arranged in the host and used for transmitting the turnout state and the vehicle information processed by the host to the vehicle running on the track; wherein, switch control assembly includes the switch camera, and vehicle control assembly includes vehicle camera and vehicle radar. The anti-collision device has the function of accurately protecting the vehicle, and particularly solves the anti-collision problem of the train in a curve and turnout area.
Description
Technical Field
The utility model relates to a track traffic field especially relates to a trackside anticollision check out test set.
Background
Urban rail transit is used as a prime force of large-scale urban traffic and plays an increasingly important role in solving the problems of road congestion, traffic accidents and the like. Along with the increase of the train operation density and the improvement of the punctual rate, higher requirements are put forward on the safe operation of the rail transit. The vehicle does not have the sensing capability for obstacles, and particularly in the areas of curves and turnouts in the tunnel, the sight is shielded by the tunnel wall or other equipment, so that great potential safety hazards exist. At the same time, the complex train control system also has the potential risk of system failure.
Disclosure of Invention
In view of this, the present disclosure provides a trackside collision avoidance detection device, which solves the problem of difficulty in detecting obstacles and identifying the state of a switch in a curve area, has a function of accurately protecting a vehicle, and particularly, in the curve area and the switch area, really solves the problem of train collision avoidance.
According to one aspect of the disclosure, a trackside collision avoidance detection device is provided for monitoring the running state of a track, and comprises a turnout monitoring assembly, a vehicle monitoring assembly, a host, a communication module and a bracket;
the turnout monitoring assembly is electrically connected with the host and is used for monitoring the current condition of the rail turnout;
the vehicle monitoring assembly is electrically connected with the host and is used for monitoring the information of the vehicle running on the track at present;
the turnout monitoring assembly, the vehicle monitoring assembly and the host are all fixedly arranged on the bracket; the bracket is used for being fixedly arranged at the side of the track;
the communication module is configured in the host and used for transmitting the turnout state and the vehicle information processed by the host to the vehicle running on the track;
wherein, switch control assembly includes the switch camera, vehicle control assembly includes vehicle camera and vehicle radar.
In one possible implementation manner, the turnout camera is a video camera, and the video camera is provided with a brightness sensor, an infrared light supplement lamp and an optical filter;
the brightness sensor is arranged on the turnout camera and electrically connected with the turnout camera and used for detecting the current ambient brightness of the track;
the infrared light supplement lamp is configured on the turnout camera, is electrically connected with the turnout camera and is used for being turned on when the brightness sensor detects that the current light brightness of the track is lower than the preset brightness;
the optical filter is fixedly connected to the lens of the turnout camera.
In one possible implementation manner, the system further comprises a host power supply, wherein the host power supply is electrically connected with the host;
the radar includes wide field and long range lidar.
In one possible implementation, the bracket comprises a trackside bracket, a power distribution box and a sensor bracket;
the trackside bracket is suitable for being fixedly arranged on a support beside the track;
the sensor bracket is fixedly connected with the trackside bracket, and the vehicle camera, the vehicle radar and the turnout camera are all arranged on the sensor bracket;
the power distribution box is fixedly connected with the trackside bracket and arranged side by side with the sensor bracket;
the host and the host power supply are fixedly arranged inside the power distribution box.
In one possible implementation manner, the trackside bracket comprises a first bracket, a second bracket and a fixed bracket;
the first support and the second support are vertically arranged perforated angle steel, and the first support and the second support are arranged in parallel and are arranged at intervals;
the fixing frame comprises a first fixing frame and a second fixing frame;
the first fixing frame and the second fixing frame are both horizontally arranged, and a distance is reserved between the first fixing frame and the second fixing frame;
two ends of the first fixing frame are respectively connected to the first bracket and the second bracket, and two ends of the second fixing frame are respectively connected to the first bracket and the second bracket;
the first fixing frame and the second fixing frame are provided with a plurality of auxiliary holes, and the power distribution box and the sensor support are fixedly arranged on the first fixing frame and the second fixing frame through the auxiliary holes.
In one possible implementation, the power distribution box includes a power distribution box main body and a connection frame;
the connecting frame is in a long strip plate shape and is fixedly connected with the back of the power distribution box main body;
two ends of the connecting frame are used as extending parts to extend out of the back surface of the power distribution box main body;
the board surface of the connecting frame is a concave surface, and the board surface of the connecting frame is matched with the board surface of the trackside bracket;
a through hole is formed in the concave surface of the extending portion, and the power distribution box body is fixedly connected with the rail side support through the through hole.
In one possible implementation, the sensor holder includes an outer frame and a partition;
the outer frame is plate-shaped, and the horizontal section of the outer frame is L-shaped;
the partition board is horizontally and fixedly connected to the inner wall of the outer frame, and the size and the shape of the partition board are matched with those of the inner wall of the outer frame;
the turnout camera, the vehicle camera and the vehicle radar are all mounted on the partition plate;
the baffle is provided with more than two, and more than two the baffle multilayer distributes.
In one possible implementation, the vehicle camera and the switch camera are both movably connected to the partition.
In one possible implementation, the partition includes a first partition, a second partition, and a bottom plate;
the bottom plate is in a square plate shape and is horizontally fixed at the bottom of the outer frame;
the first partition plate and the second partition plate are sequentially and horizontally fixed on the inner wall of the outer frame;
the first partition plate, the second partition plate and the bottom plate are the same in shape and size;
a space is arranged between the bottom plate and the first partition plate, and the space is greater than the height of the long-distance laser radar;
the long-distance laser radar is fixedly connected between the bottom plate and the first partition plate;
a distance is arranged between the first partition plate and the second partition plate, and the distance is greater than the height of the wide-field laser radar;
wherein the wide-field lidar is fixedly connected between the first partition plate and the second partition plate;
the distance from the second partition plate to the top of the outer frame is greater than the heights of the turnout camera and the vehicle camera;
the outer frame is provided with a plurality of through holes, and the outer frame is fixedly connected to the trackside support through the through holes.
In a possible implementation manner, the vehicle radar and the vehicle camera are respectively provided with two, the lens of the two vehicle cameras is arranged in a reverse direction, and the detection directions of the two vehicle radars are arranged in a reverse direction.
The trackside anti-collision detection equipment of the embodiment of the disclosure is characterized in that a turnout camera, a vehicle radar and a host are fixedly arranged on a support, the support is fixedly arranged at the position beside a track, the state of a turnout is captured through the turnout camera, the turnout camera transmits captured data information everywhere to the host, and after the data information is processed by the host, the data information is transmitted to a vehicle approaching the turnout through a communication module embedded into the host. The vehicle camera captures vehicle information passing through the track, the vehicle radar locates the position of the vehicle and the distance between the vehicle and a turnout, the vehicle camera transmits the captured vehicle data information to the host, the vehicle radar transmits the obtained vehicle position data information and the obtained distance data information to the host, and the vehicle data information and the vehicle position data information are transmitted to an approaching vehicle through a communication module embedded in the host after being processed by the host. From this, can monitor and detect switch and other vehicles in vehicle the place ahead, possess the function of the regional also fine detection place ahead barrier that turns round in the tunnel, can play the effect of early warning in advance, eliminated the potential safety hazard, guaranteed driver and crew's personal safety, improve the safe shape ability of operation train. The embodiment of the disclosure solves the problem of difficulty in obstacle detection and turnout state identification in the curve area, has the function of accurately protecting vehicles, and really solves the problem of train collision avoidance particularly in the curve area and the turnout area.
Other features and aspects of the present disclosure will become apparent from the following detailed description of exemplary embodiments, which proceeds with reference to the accompanying drawings.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate exemplary embodiments, features, and aspects of the disclosure and, together with the description, serve to explain the principles of the disclosure.
Fig. 1 shows a simplified connection diagram of a trackside collision avoidance detection apparatus of an embodiment of the present disclosure;
fig. 2 shows a schematic structural diagram of a main body of the trackside collision avoidance detection apparatus according to the embodiment of the present disclosure;
FIG. 3 illustrates a sensor mount schematic of a trackside collision avoidance detection apparatus of an embodiment of the present disclosure;
FIG. 4 shows a schematic diagram of a power distribution box of the trackside collision avoidance detection apparatus of an embodiment of the present disclosure;
FIG. 5 shows an internal structure view of a power distribution box of the trackside collision avoidance detection apparatus of the embodiment of the present disclosure;
fig. 6 shows a schematic structural diagram of a trackside collision avoidance detection apparatus according to an embodiment of the present disclosure.
Detailed Description
Various exemplary embodiments, features and aspects of the present disclosure will be described in detail below with reference to the accompanying drawings. In the drawings, like reference numbers can indicate functionally identical or similar elements. While the various aspects of the embodiments are presented in drawings, the drawings are not necessarily drawn to scale unless specifically indicated.
It should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientation or positional relationship indicated in the drawings for convenience in describing the invention or for simplicity in description, and do not indicate or imply that the device or element so indicated must have a particular orientation, be constructed and operated in a particular orientation, and thus should not be considered as limiting the invention.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless specifically limited otherwise.
The word "exemplary" is used exclusively herein to mean "serving as an example, embodiment, or illustration. Any embodiment described herein as "exemplary" is not necessarily to be construed as preferred or advantageous over other embodiments.
Furthermore, in the following detailed description, numerous specific details are set forth in order to provide a better understanding of the present disclosure. It will be understood by those skilled in the art that the present disclosure may be practiced without some of these specific details. In some instances, methods, means, elements and circuits that are well known to those skilled in the art have not been described in detail so as not to obscure the present disclosure.
Fig. 1 shows a simplified connection diagram of a trackside collision avoidance detection apparatus according to an embodiment of the present disclosure. Fig. 2 shows a schematic structural diagram of a main body of the trackside collision avoidance detection apparatus according to an embodiment of the present disclosure. Fig. 6 shows a schematic structural diagram of a trackside collision avoidance detection apparatus according to an embodiment of the present disclosure.
Firstly, it should be pointed out that the trackside collision avoidance detection device of the present application is mainly used for monitoring the current running state of a traffic track, so that a vehicle running on the track can know the real-time situation of the track in advance, and the collision situation is avoided. Meanwhile, it is also noted that the trackside collision avoidance detection device of the present application may be installed beside a track, such as: may be mounted on the ground, wall or other structure beside the track, etc.
As shown in fig. 1, 2, and 6, the trackside collision avoidance detection apparatus includes: switch monitoring assembly 100, vehicle monitoring assembly 200, host computer 300, communication module 400, and cradle 500. The host 300 is a data processing device, and is used for processing information monitored by the switch monitoring component and the vehicle monitoring component (for example, current status information of the switch and vehicle information of the current operation of the track). Such as: the host 300 may be a computer. The switch monitoring assembly 100 is electrically connected to the host computer 300, and is configured to monitor the current status of the track switch and upload the monitored current status of the switch to the host computer 300. The vehicle monitoring component is electrically connected with the host computer 300 and is used for monitoring the vehicle information of the current running of the track and uploading the monitored vehicle information to the host computer 300. The communication module 400 is disposed inside the main unit 300, and is used for transmitting the switch state and the vehicle information processed by the main unit 300 to the vehicle running on the track. It can be understood by those skilled in the art that the data processing of the host 300 can be implemented by means of the prior art, and will not be described herein again.
Here, it should be noted that the switch monitoring assembly 100 may include a switch camera 110 and the vehicle monitoring assembly 200 may include a vehicle camera 210 and a vehicle radar 220. That is, when monitoring the current state of the switch, the switch monitoring assembly 100 may perform image or video capture on the current state of the switch through the switch camera 110, and characterize the current state of the switch in an image or video manner. Accordingly, the vehicle monitoring assembly 200 can capture a picture (or video) of the vehicle currently traveling on the track via the vehicle camera 210, and perform the position location and distance to the switch of the vehicle currently passing on the track via the vehicle radar 220. Herein, the switch camera 110 refers to a camera (video camera) disposed beside a track for monitoring the state of a switch, and the vehicle camera 210 refers to a camera (or video camera) for monitoring a vehicle passing through the track, as will be understood by those skilled in the art.
According to the trackside collision avoidance detection device of the embodiment of the disclosure, the switch camera 110, the vehicle camera 210, the vehicle radar 220 and the host computer 300 are fixedly arranged on the bracket 500, the bracket is fixedly arranged at the position beside the track, the state of the switch is captured by the switch camera 110, the switch camera 110 transmits captured data information everywhere to the host computer 300, and after the data information is processed by the host computer 300, the data information is transmitted to the approaching vehicle through the communication module 400 embedded in the host computer 300. The vehicle camera 210 captures vehicle information passing through the track, the vehicle radar 220 locates the position of the vehicle and the distance between the vehicle and a turnout, the vehicle camera 210 transmits the captured vehicle data information to the host computer 300, the vehicle radar 220 transmits the obtained vehicle position data information and the distance data information to the host computer 300, and the vehicle data information and the vehicle position data information are processed by the host computer 300 and then transmitted to an approaching vehicle through the communication module 400 embedded in the host computer 300.
From this, can monitor and detect switch and other vehicles in vehicle the place ahead, possess the function of the regional also fine detection place ahead barrier that turns round in the tunnel, can play the effect of early warning in advance, eliminated the potential safety hazard, guaranteed driver and crew's personal safety, improve the safe shape ability of operation train. The embodiment of the disclosure solves the problem of difficulty in obstacle detection and turnout state identification in the curve area, has the function of accurately protecting vehicles, and really solves the problem of train collision avoidance particularly in the curve area and the turnout area.
Here, it should be noted that, according to different application scenarios and different usage purposes, the trackside collision avoidance detection apparatus may be provided with different configurations, including: combination configuration, switch monitoring configuration, one-way vehicle monitoring configuration, and two-way vehicle monitoring configuration.
The combination configuration comprises the switch monitoring assembly 100, the vehicle monitoring assembly 200, the host computer 300 and the communication module 400, and the combination configuration can monitor one switch and simultaneously monitor one direction of vehicles. The switch monitoring device comprises a switch monitoring assembly 100, a host computer 300 and a communication module 400, and only has a switch monitoring function. The one-way vehicle detection configuration includes a vehicle monitoring assembly 200, a host computer 300, and a communication module 400, and has a vehicle monitoring function in only one direction. The bi-directional vehicle monitoring configuration includes two vehicle monitoring assemblies 200, a host 300, and a communication module, and has only two-directional vehicle monitoring functions.
Among them, in the bidirectional vehicle monitoring configuration, the lenses of the vehicle cameras 210 in the two vehicle monitoring assemblies 200 are arranged in reverse, and the tilt angle positions of the vehicle radars 220 are arranged in reverse, so that the detection positions of the vehicle radars 220 are reversed. Thereby, the vehicle in both directions can be detected.
Referring to fig. 1, fig. 2, or fig. 5, in a possible implementation manner, the trackside collision avoidance detection apparatus according to the embodiment of the present disclosure further includes a host power supply 600, where the host power supply 600 is electrically connected to the host 300, and the host power supply 600 provides power for the host 300. Vehicle radar 220 includes wide field lidar 221 and long range lidar 222. The long-distance laser radar 222 has a long visible distance, the wide-field laser radar 221 has a wide visual field range, and the long-distance laser radar 222 and the wide-field laser radar 221 can be used in cooperation to have both the long visible distance and the wide visual field range.
In one possible implementation, the switch camera 110 is a video camera equipped with a brightness sensor, an infrared fill light, and a filter. Accordingly, the switch camera 110 has two modes of operation, a natural illumination mode and an infrared illumination mode. Switch camera 110 internal electricity is connected with luminance sensor in order being suitable for the natural lighting mode, and when luminance sensor sensed external environment luminance sufficient, switch camera 110 got into the natural lighting mode, and the colored switch image is caught to direct use environment light. Switch camera 110 still is equipped with the infrared ray light filling lamp of being connected with switch camera 110 electricity and the light filter of fixed connection on switch camera 110 camera lens in order to be suitable for infrared lighting mode, and when luminance sensor sensed external environment luminance insufficient, switch camera 110 started infrared lighting mode, and under infrared lighting mode, switch camera 110 opened infrared ray light filling lamp, and the light filter on the camera lens filters out the visible light and just can obtain clear switch image.
Here, it should be noted that, when the brightness sensor detects the current light brightness of the track, it may be determined that the external environment brightness is insufficient when the detected light brightness is lower than the preset brightness. Meanwhile, as will be understood by those skilled in the art, the preset brightness may be flexibly set according to actual situations, and is not particularly limited herein.
Referring to fig. 1, 2 or 6, further, in one possible implementation, the bracket 500 includes a trackside bracket 510, a power distribution box 530 and a sensor bracket 520, the trackside bracket 510 is adapted to be fixedly mounted to a trackside support (e.g., a trackside wall or floor, etc.), the sensor bracket 520 is fixedly attached to the trackside bracket 510, and the vehicle camera 210, the vehicle radar 220 and the switch camera 110 are fixedly mounted to the sensor bracket 520. Power distribution box 530 is fixedly connected to one side of sensor support 520, and set up side by side with sensor support 520 and with trackside support 510 fixed connection, host computer 300 and host computer power supply 600 fixed mounting are inside power distribution box 530. Thus, the installation positions of the vehicle camera, the vehicle radar 220 and the switch camera 110 can be more reasonable. And, through setting up power distribution box 530 and sensor support 520 side by side, fixed mounting back on the other support 510 of rail for the other anticollision check out test set's of rail whole of this application is the square body structure, thereby is favorable to the other anticollision check out test set's of rail installation and maintenance more.
Still further, as shown in fig. 5, in one possible implementation, the power distribution box 530 is provided with a waterproof housing. Here, it may be noted that the watertight housing enables the power distributor to have a class IP67 watertight rating. Therefore, the host 300 and the host power supply 600 can still be safely used under the condition of rainwater, and the service lives of the host 300 and the host power supply 600 are prolonged.
Referring to fig. 2 or 3, in one possible implementation, the trackside bracket 510 includes a first bracket 511, a second bracket 512 and a fixing bracket, the first bracket 511 and the second bracket 512 are vertically placed perforated angle steel, and the first bracket 511 and the second bracket 512 are arranged in a row and spaced apart from each other. I.e. with a certain spacing between the first and second brackets. The fixing frame comprises a first fixing frame 513 and a second fixing frame 514, the first fixing frame 513 and the second fixing frame 514 are both horizontally arranged, and a distance is arranged between the first fixing frame 513 and the second fixing frame 514.
Two ends of the first fixing frame 513 are respectively connected to the first support 511 and the second support 512, and two ends of the second fixing frame 514 are respectively connected to the first support 511 and the second support 512. That is, the first support 511, the first fixing frame 513, the second support 512 and the second fixing frame 514 are enclosed to form a rectangular frame. The sensor bracket and the power distribution box are arranged on the rectangular frame side by side.
Specifically, a plurality of auxiliary holes are formed in the first fixing frame 513 and the second fixing frame 514, and the power distribution box 530 and the sensor support 520 are fixedly mounted on the first fixing frame 513 and the second fixing frame 514 through the auxiliary holes.
Here, it should be noted that the shape and size of the first support 511 and the second support 512 may be the same, and the shape and size of the first support 511 and the second support 512 may be different, as long as the positions of the holes on the first support 511 and the second support 512 are ensured to be corresponding. It should also be noted here that perforated angles, i.e. angles in which a plurality of holes are arranged in each of the two elongated steel plates, are provided. The shape of the hole in the angle steel with the hole can be round or oval, and is not limited here.
Further, in a possible implementation manner, the first fixing frame 513 is provided with a first through groove, the first through groove is provided at a connection position of the first fixing frame 513 and the first support 511, and the first fixing frame 513 is connected to the first support 511 through the first through groove. The first fixing frame 513 is provided with a second through groove, the second through groove is formed at the joint of the first fixing frame 513 and the second support 512, and the first fixing frame 513 is fixedly connected to the second support 512 through the second through groove, so that the first fixing frame 513 is stably connected between the first support 511 and the second support 512. The second fixing frame 514 has a third through groove, the third through groove is formed at the connection position of the second fixing frame 514 and the first support 511, and the second fixing frame 514 is connected to the first support 511 through the third through groove. A fourth through groove is formed in the second fixing frame 514, the fourth through groove is formed in a joint of the second fixing frame 514 and the second support 512, and the second fixing frame 514 is fixedly connected to the second support 512 through the fourth through groove, so that the second fixing frame 514 is stably connected between the first support 511 and the second support 512.
Here, it should be noted that the connections here are all connected by bolts, thereby facilitating the installation and disassembly, and being more convenient when needing to be replaced. Here, it should also be noted that the first through groove, the second through groove, the third through groove and the fourth through groove are disposed through the plate surfaces of the first fixing frame 513 and the second fixing frame 514, and the shapes of the first through groove, the second through groove, the third through groove and the fourth through groove may be circular or elliptical, which is not limited herein.
Referring to fig. 2 or 4, in one possible implementation, the power distribution box 530 includes a power distribution box main body 531 and a connecting frame 532, the connecting frame 532 is in the shape of an elongated plate, the connecting frame 532 is fixedly connected to the back surface of the power distribution box main body 531, and two ends of the connecting frame 532 extend out of the back surface of the power distribution box main body 531 as extending portions. The surface of the connecting frame 532 is a concave surface, so that the connecting frame 532 is in a concave structure, through holes are respectively formed in two ends (namely, extending portions) of the connecting frame 532 extending out of the power distribution box main body 531, and the power distribution box main body 531 is fixedly connected with the trackside bracket 510 through the through holes in the connecting frame 532.
Referring to fig. 2, 3 or 6, further, in a possible implementation manner, the sensor support 520 includes an outer frame 521 and a partition plate, the outer frame 521 is plate-shaped, a horizontal cross-section of the outer frame 521 is "L" shaped, the partition plate is horizontally and fixedly connected to an inner wall of the outer frame 521, and the shape and size of the partition plate are matched with the inner wall of the outer frame 521. Switch camera 110, vehicle camera 210 and vehicle radar 220 are all mounted on the partition. The baffle is equipped with more than two, and the multilayer of baffle more than two distributes, is equipped with the distance between the adjacent baffle promptly.
Further, in a possible implementation manner, the vehicle camera 210 and the switch camera 110 are movably connected with the partition, so that the vehicle camera 210 and the switch camera 110 can adjust the shooting angle according to the actual installation position.
Here, it should be noted that, by arranging the vehicle camera 210 and the switch camera 110 to be movably connected to the partition, the tilt angles of the switch camera 110 and the vehicle camera 210 may be adjusted according to different external installation environments and different modes of being fixedly installed on the bracket 500, and the yaw angles of the wide-field lidar 221 and the long-range lidar 222 may also be adjusted, thereby being suitable for different installation environments.
Further, as shown in fig. 2, 3 or 6, in a possible implementation, the partitions may include a first partition 523, a second partition 524 and a bottom plate 522. The outer frame 521 is a plate with an "L" shaped horizontal cross section, that is, the outer frame 521 is an "L" shaped plate. The bottom plate 522 is in a square plate shape, the bottom plate 522 is fixedly connected to the bottom of the outer frame 521, and the size of the bottom plate 522 is matched with the inner wall of the outer frame 521. The first partition board 523 and the second partition board 524 are sequentially and horizontally fixedly connected to the inner wall of the outer frame 521, the shape and size of the first partition board 523 and the second partition board 524 are the same as the shape and size of the bottom board 522, a gap is provided between the bottom board 522 and the first partition board 523, and the gap between the bottom board 522 and the first partition board 523 is greater than the height of the long-distance laser radar 222, so that the long-distance laser radar 222 is fixedly connected between the bottom board 522 and the first partition board 523, and here, it should be noted that the long-distance laser radar 222 is fixedly connected to the surface of the bottom board 522 facing the first partition board 523. A distance is arranged between the first partition board 523 and the second partition board 524, and the distance between the first partition board 523 and the second partition board 524 is greater than the height of the wide-field lidar 221, so that the wide-field lidar 221 is fixedly connected between the first partition board 523 and the second partition board 524, where it should be noted that the wide-field lidar 221 is fixedly connected to the surface of the first partition board 523 away from the bottom board 522. The distance from the second partition 524 to the top of the outer frame 521 is greater than the height of the switch cameras 110 and the vehicle cameras 210, so that the switch cameras 110 and the vehicle cameras 210 are fixedly installed on the plate surface of the second partition 524 away from the first partition 523, and the switch cameras 110 and the vehicle cameras 210 are located inside the sensor bracket 520. Therefore, the long-distance laser radar 222, the wide-field laser radar 221, the vehicle camera 210 and the turnout camera 110 can be more reasonably arranged on the sensor bracket 520, and the space is saved while the use is convenient. The outer frame 521 is provided with a plurality of through holes, and the outer frame 521 is fixedly connected to the trackside bracket 510 through the through holes.
Referring to fig. 2, 4 or 6, it should be noted that the through hole of the connecting frame 532 of the power distribution box 530 is opposite to the auxiliary holes of the first and second fixing frames 513 and 514. The through hole of the outer frame 521 is opposite to the auxiliary holes of the first fixing frame 513 and the second fixing frame 514. Therefore, the power distribution box 530 and the outer frame 521 can be accurately and fixedly arranged on the trackside bracket 510.
In one possible implementation, the connection frame includes a first connection frame 5321 and a second connection frame 5232, the first connection frame 5321 and the second connection frame 5232 are equal in size and horizontally fixed on the back of the power distribution box main body 531, and a distance is provided between the first connection frame 5321 and the second connection frame 5232.
In one possible implementation, the communication module 400 includes an antenna that enables the host 300 to perform wireless communication functions. Therefore, the reliability can be improved, and the maintenance is avoided. The host computer 300 processes the switch images from the switch cameras 110, recognizes the state of the switch, and then transmits the state of the switch to the nearest vehicle in real time through the antenna wireless communication of the communication module 400.
Referring to fig. 6, in one possible implementation, the trackside bracket 510 is provided with two connecting plates fixed by bolts, the connecting plates are in a long plate shape, one of the connecting plates is connected with the top end of the trackside bracket 510 by bolts, and the other connecting plate is connected with the middle position of the trackside bracket 510 by bolts. One side of the connecting plate, which is far away from the trackside bracket 510, is provided with a round hole for connecting with an external object.
Referring to fig. 1 or fig. 6, in summary, the trackside collision avoidance detection apparatus of the embodiment of the present disclosure includes a host 300, a switch monitoring assembly 100, a vehicle monitoring assembly 200, a communication module 400, and a bracket 500. The host 300 is a computer, and is mainly responsible for processing sensor data and acquiring the state of a turnout or a vehicle; the switch monitoring assembly 100 and the vehicle monitoring assembly 200 are responsible for monitoring switch status and approaching vehicle information, respectively. The communication module 400 is responsible for sending the acquired vehicle information and switch status to the approaching vehicle, and the bracket 500 is used for fixing the trackside collision avoidance detection equipment.
Having described embodiments of the present disclosure, the foregoing description is intended to be exemplary, not exhaustive, and not limited to the disclosed embodiments. Many modifications and variations will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the described embodiments. The terminology used herein is chosen in order to best explain the principles of the embodiments, the practical application, or improvements made to the technology in the marketplace, or to enable others of ordinary skill in the art to understand the embodiments disclosed herein.
Claims (10)
1. The utility model provides a trackside anticollision check out test set for the running state of control track, its characterized in that: the turnout monitoring system comprises a turnout monitoring component, a vehicle monitoring component, a host, a communication module and a bracket;
the turnout monitoring assembly is electrically connected with the host and is used for monitoring the current condition of the rail turnout;
the vehicle monitoring assembly is electrically connected with the host and is used for monitoring the information of the vehicle running on the track at present;
the turnout monitoring assembly, the vehicle monitoring assembly and the host are all fixedly arranged on the bracket; the bracket is used for being fixedly arranged at the side of the track;
the communication module is configured in the host and used for transmitting the turnout state and the vehicle information processed by the host to the vehicle running on the track;
wherein, switch control assembly includes the switch camera, vehicle control assembly includes vehicle camera and vehicle radar.
2. The trackside collision avoidance detection apparatus of claim 1, wherein: the turnout camera is a video camera, and the video camera is provided with a brightness sensor, an infrared light supplement lamp and an optical filter;
the brightness sensor is arranged on the turnout camera and electrically connected with the turnout camera and used for detecting the current ambient brightness of the track;
the infrared light supplement lamp is configured on the turnout camera, is electrically connected with the turnout camera and is used for being turned on when the brightness sensor detects that the current light brightness of the track is lower than the preset brightness;
the optical filter is fixedly connected to the lens of the turnout camera.
3. The trackside collision avoidance detection apparatus of claim 1, wherein: the host power supply is electrically connected with the host;
the radar includes wide field and long range lidar.
4. The trackside collision avoidance detection apparatus of claim 3, wherein: the bracket comprises a trackside bracket, a power distribution box and a sensor bracket;
the trackside bracket is suitable for being fixedly arranged on a support beside the track;
the sensor bracket is fixedly connected with the trackside bracket, and the vehicle camera, the vehicle radar and the turnout camera are all arranged on the sensor bracket;
the power distribution box is fixedly connected with the trackside bracket and arranged side by side with the sensor bracket;
the host and the host power supply are fixedly arranged inside the power distribution box.
5. The trackside collision avoidance detection apparatus of claim 4, wherein: the trackside bracket comprises a first bracket, a second bracket and a fixed bracket;
the first support and the second support are vertically arranged perforated angle steel, and the first support and the second support are arranged in parallel and are arranged at intervals;
the fixing frame comprises a first fixing frame and a second fixing frame;
the first fixing frame and the second fixing frame are both horizontally arranged, and a distance is reserved between the first fixing frame and the second fixing frame;
two ends of the first fixing frame are respectively connected to the first bracket and the second bracket, and two ends of the second fixing frame are respectively connected to the first bracket and the second bracket;
the first fixing frame and the second fixing frame are provided with a plurality of auxiliary holes, and the power distribution box and the sensor support are fixedly arranged on the first fixing frame and the second fixing frame through the auxiliary holes.
6. The trackside collision avoidance detection apparatus of claim 4, wherein: the power distribution box comprises a power distribution box main body and a connecting frame;
the connecting frame is in a long strip plate shape and is fixedly connected with the back of the power distribution box main body;
two ends of the connecting frame are used as extending parts to extend out of the back surface of the power distribution box main body;
the board surface of the connecting frame is a concave surface, and the board surface of the connecting frame is matched with the board surface of the trackside bracket;
a through hole is formed in the concave surface of the extending portion, and the power distribution box body is fixedly connected with the rail side support through the through hole.
7. The trackside collision avoidance detection apparatus of claim 4, wherein: the sensor support comprises an outer frame and a partition plate;
the outer frame is plate-shaped, and the horizontal section of the outer frame is L-shaped;
the partition board is horizontally and fixedly connected to the inner wall of the outer frame, and the size and the shape of the partition board are matched with those of the inner wall of the outer frame;
the turnout camera, the vehicle camera and the vehicle radar are all mounted on the partition plate;
the baffle is provided with more than two, and more than two the baffle multilayer distributes.
8. The trackside collision avoidance detection apparatus of claim 7, wherein: the vehicle camera and the turnout camera are movably connected with the partition plate.
9. The trackside collision avoidance detection apparatus of claim 7, wherein: the partition plate comprises a first partition plate, a second partition plate and a bottom plate;
the bottom plate is in a square plate shape and is horizontally fixed at the bottom of the outer frame;
the first partition plate and the second partition plate are sequentially and horizontally fixed on the inner wall of the outer frame;
the first partition plate, the second partition plate and the bottom plate are the same in shape and size;
a space is arranged between the bottom plate and the first partition plate, and the space is greater than the height of the long-distance laser radar;
the long-distance laser radar is fixedly connected between the bottom plate and the first partition plate;
a distance is arranged between the first partition plate and the second partition plate, and the distance is greater than the height of the wide-field laser radar;
wherein the wide-field lidar is fixedly connected between the first partition plate and the second partition plate;
the distance from the second partition plate to the top of the outer frame is greater than the heights of the turnout camera and the vehicle camera;
the outer frame is provided with a plurality of through holes, and the outer frame is fixedly connected to the trackside support through the through holes.
10. The trackside collision avoidance detection apparatus of claim 1, wherein: the vehicle radar with the vehicle camera is equipped with two respectively, two the camera lens of vehicle camera sets up in opposite directions, two the detection direction of vehicle radar sets up in opposite directions.
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| Application Number | Priority Date | Filing Date | Title |
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| CN201921652235.3U CN210852472U (en) | 2019-09-29 | 2019-09-29 | Trackside anticollision check out test set |
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| Application Number | Priority Date | Filing Date | Title |
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| CN201921652235.3U CN210852472U (en) | 2019-09-29 | 2019-09-29 | Trackside anticollision check out test set |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113415318A (en) * | 2021-07-09 | 2021-09-21 | 北京埃福瑞科技有限公司 | Train coupling marshalling auxiliary protection system and protection method |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113415318A (en) * | 2021-07-09 | 2021-09-21 | 北京埃福瑞科技有限公司 | Train coupling marshalling auxiliary protection system and protection method |
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