CN215436372U - Obstacle detection device and rail vehicle - Google Patents

Abstract

The utility model provides an obstacle detection device and a rail vehicle, wherein the obstacle detection device comprises: mounting a bracket; a trigger movably mounted on the mounting bracket in a horizontal direction; the cross beam is connected with the mounting bracket through the trigger piece; a loop hardwire disposed on the mounting bracket and severable when the trigger translates in a horizontal direction; when the circuit hardwire is cut off, the rail vehicle stops. The obstacle detection device provided by the utility model has the advantages of simple structure and low cost, and can judge whether the rail vehicle needs to be stopped or not only by simply judging whether the circuit hard wire is cut off or not, and the judgment logic is simple and reliable.

Description

Obstacle detection device and rail vehicle

Technical Field

The utility model belongs to the field of obstacle detection, and particularly relates to an obstacle detection device and a rail vehicle.

Background

The existing detection device for the obstacles and derailments of the railway vehicle is a mechanical trigger mechanism combined with a sensor type combined device, has a complex structure, needs to perform independent identification, calculation and analysis on sensor signals, is in charge of a system scheme, and has high cost.

SUMMERY OF THE UTILITY MODEL

In view of the above technical problem, the present invention provides an obstacle detection device, including: mounting a bracket; a trigger movably mounted on the mounting bracket in a horizontal direction; the cross beam is connected with the mounting bracket through the trigger piece; a loop hardwire disposed on the mounting bracket and severable when the trigger translates in a horizontal direction; when the circuit hardwire is cut off, the rail vehicle stops.

The obstacle detection device provided by the utility model can judge whether the rail vehicle needs to be stopped or not by judging whether the hard line of the loop can be cut off or not through the extrusion force generated by touching the obstacle, has a simple structure and low cost, can judge whether the rail vehicle needs to be stopped or not only by simply judging whether the hard line of the loop is cut off or not, and has simple and reliable judgment logic.

In some examples of the utility model, the mounting bracket includes a first tubular string, a lower end of the first tubular string being connected to the trigger; the first tubular column comprises a guide sleeve, and the guide sleeve is arranged at the lower end of the first tubular column.

In some examples of the utility model, the trigger comprises: the tail end of the trigger body is provided with a sharp part, and the sharp part is suitable for cutting off the hard line of the loop; the elastic piece is sleeved on the trigger piece body and is in contact fit with the cross beam and the first tubular column.

In some examples of the utility model, the trigger is disposed within the guide sleeve and is slidable in the direction of the guide sleeve.

In some examples of the utility model, the first tubular string further comprises a hard-wired mount disposed at a lower end of the first tubular string, the loop hard-wired being disposed on the hard-wired mount.

In some examples of the utility model, the hardware mount includes: the trigger piece is arranged between the first installation piece and the second installation piece, and two ends of the loop hard wire are respectively connected with the first installation piece and the second installation piece.

In some examples of the utility model, the first pipe string further comprises a fixing member coupled to the first pipe string for fixing the mounting bracket to the rail vehicle.

In some examples of the utility model, the number of the first pipe columns is at least two, and the two first pipe columns are arranged in parallel.

In some examples of the utility model, the mounting bracket further comprises at least one stabilizer member connected to the two parallel first pipe strings, respectively.

The utility model also provides a railway vehicle comprising the obstacle detection device in any one of the above embodiments.

Additional aspects and advantages of the utility model will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the utility model.

Drawings

Fig. 1 is a perspective view of an obstacle detection device 100 according to an embodiment of the present invention;

fig. 2 is a perspective view of an obstacle detection apparatus 100 according to another embodiment of the present invention;

FIG. 3 is a perspective view of a mounting bracket 1 provided by an embodiment of the present invention;

fig. 4 is a side view of the lower end of the obstacle detecting device 100 according to the embodiment of the present invention;

FIG. 5 is a perspective view of trigger body 21 provided by an embodiment of the present invention;

FIG. 6 is a schematic circuit diagram of an electric control system according to an embodiment of the present invention, wherein the electric control system is provided with a hard wire;

fig. 7 is a schematic circuit diagram of an electric control system provided by the embodiment of the utility model, wherein the hard wire of the electric control system loop is cut off.

Reference numerals:

the mounting bracket 1, the first pipe column 11, the guide sleeve 111, the hard wire mounting base 112, the first mounting part 1121, the second mounting part 1122, the fixing part 113 and the stabilizing part 12;

the trigger 2, the trigger body 21, the sharp part 211 and the elastic part 22;

a cross beam 3;

the loop hardwire 4.

Detailed Description

In order to make the technical problems, technical solutions and advantageous effects solved by the present invention more clearly apparent, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the utility model and are not intended to limit the utility model.

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.

In the description of the present invention, it is to be understood that the terms "central", "longitudinal", "lateral", "vertical", "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. indicate orientations and positional relationships based on those shown in the drawings, and are used merely for convenience of description and for simplicity of description, and do not indicate or imply that the referenced device or element must have a particular orientation, be constructed and operated in a particular orientation, and thus, are not to be construed as limiting the present invention. Wherein the content of the first and second substances, xthe axial direction is the longitudinal direction,xthe positive direction of the axis is the front direction,xthe negative axis direction is back;ythe axial direction is a transverse direction,ythe positive direction of the axis is the right direction,ythe axial negative direction is left;zthe axial direction is vertical or vertical,zthe positive direction of the axis is upward,zthe axial negative direction is lower;xOythe plane is the horizontal plane, and the horizontal plane,xOzthe plane is the vertical plane in the longitudinal direction,yOzi.e. the transverse vertical plane. In addition, the features defined as "first" and "second" may be explicitly or implicitly includedIncluding one or more of these features. In the description of the present invention, "a plurality" means two or more unless otherwise specified.

In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; the connection can be mechanical connection or electrical connection; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.

An obstacle detecting device 100 according to an embodiment of the present invention, including a mounting bracket 1, a trigger 2, a cross member 3, and a loop harness 4, is described in detail below with reference to fig. 1 to 5. The trigger 2 is mounted on the mounting bracket 1 so as to be movable in the horizontal direction. The cross beam 3 is connected with the mounting bracket 1 through the trigger 2. The loop hardwire 4 is disposed on the mounting bracket 1, and the loop hardwire 4 can be cut off when the trigger 2 is translated in the horizontal direction. When the loop hard wire 4 is cut off, the rail vehicle stops. It should be noted that the horizontal direction herein refers to the direction of the y-axis in the drawings.

In some embodiments, as shown in fig. 1-3, a mounting bracket 1 is mounted on a rail vehicle, the upper end of the mounting bracket is mounted below a cross beam at the front end of the vehicle body, a trigger 2 is arranged at the lower end of the mounting bracket 1, and the trigger 2 is movably connected with the mounting bracket 1. The lower end of the mounting bracket 1 is also provided with a cross beam 3, the cross beam 3 is not directly contacted with the mounting bracket 1, but is connected with the trigger 2 and is connected with the mounting bracket 1 through the trigger 2. The loop hardwire 4 is disposed on the mounting bracket 1, and the loop hardwire 4 can be cut off when the trigger 2 is translated in the horizontal direction. Therefore, when the cross beam 3 touches an obstacle, the cross beam 3 extrudes the trigger 2 to drive the trigger 2 to move in the horizontal direction, so that the trigger 2 touches the loop hard wire 4, and the loop hard wire 4 is cut off.

In some embodiments, as shown in fig. 1-2, the beam 3 is an arched structure, and the arched beam 3 is beneficial for improving the rigidity of the material.

The obstacle detection device 100 of the embodiment of the utility model can control the rail vehicle to stop by cutting off the loop hard wire 4 through the extrusion force generated by touching the obstacle, has simple structure and low cost, can judge whether the rail vehicle needs to stop only by simply judging whether the loop hard wire 4 is cut off, and has simple and reliable judgment logic.

In some embodiments, as shown in FIGS. 1-3, the mounting bracket 1 includes a first tubular post 11, the lower end of the first tubular post 11 being connected to the trigger member 2. The first string 11 comprises a guide sleeve 111, which guide sleeve 111 is arranged at the lower end of the first string 11.

In some embodiments, as shown in fig. 3, the guiding sleeve 111 is disposed at the lower end of the first pipe string 11 through the first pipe string 11, and the direction of the guiding sleeve is a horizontal direction, which is referred to as the direction of the y-axis in the drawings. Therefore, the horizontally disposed guide sleeve 111 is disposed through the first column 11, which can save space and reduce the weight of the entire obstacle detection apparatus 100.

In some embodiments, the trigger 2 includes a trigger body 21 and a resilient member 22. The tail end of the trigger body 21 is provided with a sharp part 211, and the sharp part 211 is suitable for cutting off the hard loop wire 4. The elastic member 22 is disposed on the trigger body 21 and is in contact with the cross beam 3 and the first tubular column 11.

In some embodiments, as shown in fig. 1 to 3, the trigger body 21 and the elastic member 22 are both disposed at the lower end of the first pipe string 11, the elastic member 22 is sleeved on the trigger body 21, and the cross beam in contact with the trigger 2 is correspondingly disposed at the lower end of the first pipe string 11. Because the obstacles in the rail transit are located on the ground, the trigger piece 2 and the cross beam 3 are arranged at the lower end of the first pipe column 11, so that the contact with the obstacles is facilitated, and the conditions of the obstacles, whether parking is needed or not and the like are judged.

In some embodiments, the resilient member 22 is a coiled steel spring.

In some embodiments, as shown in fig. 1-5, the trigger 2 is disposed within the guide sleeve 111 and is slidable in the direction of the guide sleeve 111.

In some embodiments, as shown in fig. 1-5, the trigger 2 is disposed within the guide sleeve 111 and is slidable along the direction of the guide sleeve 111. Since the guide sleeve 111 is arranged horizontally through the first pipe stub 11, the tripping element 2 can thus also slide horizontally. The tail of the trigger 2 is provided with a sharp part 211. Therefore, when the rail vehicle touches an obstacle, the cross beam 3 presses the trigger 2, and when the elastic threshold of the elastic part 22 is reached, the trigger 2 can slide in the guide sleeve 111 under the extrusion of the obstacle, and when the elastic part deformation caused by the extrusion is too large, the sharp part 211 arranged at the tail part of the trigger 2 touches the loop hard wire 4, so that the sharp part 211 cuts off the loop hard wire 4. Therefore, the trigger 2 horizontally arranged in the guide sleeve 111 can slide in the horizontal direction, the stress is uniform, and the sharp part 211 at the tail part of the trigger 2 is convenient for cutting.

In some embodiments, a wear sleeve is provided in the guide sleeve 111 to ensure that friction losses are reduced when the trigger 2 slides in the guide sleeve 111.

In some embodiments, as shown in fig. 1-4, the first pipe string 11 further comprises a hardwire mount 112, the hardwire mount 112 disposed on a lower end of the first pipe string 11, and the loop hardwire 4 disposed on the hardwire mount 112.

In some embodiments, as shown in fig. 1-4, the first tubular string 11 also includes a hardwire mount 112. The hard-wire mount 112 is used to mount the loop hard-wire 4. Since the position of the loop hardwire 4 needs to correspond to the trigger 2, the trigger 2 is located at the lower end of the first pipe string 11, and therefore the hardwire mount 112 also needs to be located at the lower end of the first pipe string 11.

In some embodiments, as shown in fig. 1-4, the hard-wire mount 112 includes a first mount 1121 and a second mount 1122. The first mounting member 1121 and the second mounting member 1122 are disposed at the lower end of the first pipe column 11, the triggering member 2 is located between the first mounting member 1121 and the second mounting member 1122, and two ends of the loop hard wire 4 are connected with the first mounting member 1121 and the second mounting member 1122 respectively.

In some embodiments, as shown in fig. 1-4, the hard-wire mount 112 includes a first mount 1121 and a second mount 1122. The first and second mounting members 1121, 1122 are each a sheet of the same size. The first and second mounting members 1121 and 1122 are respectively provided at left and right sides of the first pipe column 11, and the first and second mounting members 1121 and 1122 are provided in parallel in the longitudinal direction at the lower end of the first pipe column 11. The left-right direction is the transverse direction, and is the direction of the x axis in the drawing. The longitudinal direction here is the direction of the y-axis in the drawing. The loop wire 4 is connected to the first mounting member 1121 at one end and the first mounting member 1122 at the other end, and the loop wire 4 is in a tight state, so that the trigger 2 can cut. Trigger 2 is located between first mount 1121 and second mount 1122 so that trigger 2 can cut into laterally disposed loop harness 4. It should be noted that the transverse direction is the direction of the x-axis in the drawings.

Thus, by providing the first mounting part 1121 and the second mounting part 1122, the loop harness 4 can be placed in a tight state, facilitating cutting. Since the first mounting member 1121 and the second mounting member 1122 are two thin plates and are respectively mounted on the left and right sides of the first tubular column 11, the lengths of the first mounting member 1121 and the second mounting member 1122 can be changed to control the distance between the sharp tail portion 211 of the trigger 2 and the loop hard wire 4 mounted on the first mounting member 1121 and the second mounting member 1122 in the initial state, so that the trigger 2 can be cut into the loop hard wire 4 only when the deformation of the elastic member reaches a certain threshold value through manual adjustment. This ensures that the hard circuit line 4 is only severed if an obstacle is determined to influence the operation of the rail vehicle, so that the rail vehicle is stopped.

In some embodiments, as shown in fig. 1-3, the first pipe string 11 further comprises a fixing member 113, and the fixing member 113 is connected with the first pipe string 11 for fixing the mounting bracket 1 on the rail vehicle.

In some embodiments, as shown in fig. 1-3, the fastener 113 is coupled to the first tubular string 11 to form a right-angled tripod. This shape has a high stability and can facilitate stable mounting of the mounting bracket 1 on a rail vehicle. When the cross beam 3 touches an obstacle and generates a large extrusion force, the shape of the tripod distributes the pressure, so that the first tubular column 11 is difficult to deform under the large extrusion force, and the stability of the first tubular column 11 is also ensured.

In some embodiments, as shown in fig. 1-3, there are at least two first tubular strings 11, and the two first tubular strings 11 are arranged in parallel. The two columns 11 are arranged in parallel in the vertical direction, i.e. the direction of the z-axis in the drawing.

In some embodiments, as shown in fig. 1-3, the mounting bracket 1 further comprises at least one stabilizer 12, the stabilizer 12 being connected to two parallel first pipe strings 11, respectively.

In some embodiments, as shown in fig. 1-3, the mounting bracket 1 includes two first tubular columns 11, and the two first tubular columns 11 are vertically spaced apart in parallel. The mounting bracket 1 further comprises two stabilizing members 12, the two stabilizing members 12 are horizontally arranged at intervals in the transverse direction, one end of each of the two stabilizing members 12 is connected with one first pipe column 11, and the other end of each of the two stabilizing members 12 is connected with the other first pipe column 11, so that the overall stability of the mounting bracket 1 is ensured. The vertical direction refers to the direction of the z-axis in the drawings, and the transverse direction refers to the direction of the x-axis.

In other embodiments, two or more first pipe columns 11 may be provided, and one or more stabilizing members 12 may be provided, so as to detect obstacles. In view of cost and weight of the device and overall stability, it is best to choose two first pipe strings 11 and two stabilizing members 12 to constitute the mounting bracket 1.

In some specific embodiments, as shown in fig. 1-5, the obstacle detecting device 100 includes a mounting bracket 1, a trigger 2, a cross member 3, and a loop harness 4.

The mounting bracket 1 comprises two identical first pipe strings 11 and two identical stabilizing members 12. Two first tubular columns 11 are arranged in parallel at intervals in the vertical direction, two stabilizing members 12 are arranged in horizontal intervals in the transverse direction, one end of each stabilizing member 12 is connected with one first tubular column 11, and the other end of each stabilizing member 12 is connected with the other first tubular column 11. The first string 11 includes a guiding sleeve 111, the guiding sleeve 111 is disposed at the lower end of the first string 11 through the first string 11, and the direction of the guiding sleeve is horizontal, here, it should be noted that the horizontal direction refers to the direction of the y axis in the drawing, the horizontal direction refers to the direction of the x axis in the drawing, and the vertical direction refers to the direction of the z axis in the drawing. The trigger 2 includes a trigger body 21 and an elastic member 22. The trigger body 21 has a sharp portion 211 at the rear end. The elastic member 22 is disposed on the trigger body 21 and is in contact with the cross beam 3 and the first tubular column 11. The trigger 2 is disposed in the guide sleeve 111 and can slide along the direction of the guide sleeve 111. Since the guide sleeve 111 is arranged horizontally through the first pipe stub 11, the tripping element 2 can thus also slide horizontally.

The lower end of the first pipe column 11 is also provided with a cross beam 3, the cross beam 3 is not directly contacted with the first pipe column 11, but is connected with the trigger part 2, and is connected with the first pipe column 11 through the trigger part 2. The elastic part 22 is sleeved on the trigger part 2, one end of the elastic part 22 is contacted with the first pipe column 11, and the other end is contacted with the cross beam 3. The resilient member 22 is a coiled steel spring.

The first tubular string 11 also includes a hard-wired mount 112, the hard-wired mount 112 including a first mounting member 1121 and a second mounting member 1122. The first and second mounting members 1121, 1122 are each a sheet of the same size. The first and second mounting members 1121 and 1122 are respectively provided at left and right sides of the first pipe column 11, and the first and second mounting members 1121 and 1122 are provided in parallel between the lower ends of the first pipe column 11. The left-right direction is the transverse direction, and is the direction of the x axis in the drawing. The loop wire 4 is connected to the first mounting member 1121 at one end and the first mounting member 1122 at the other end, and the loop wire 4 is in a tight state, so that the trigger 2 can cut. The trigger 2 is located between the first and second mounting members 1121, 1122.

The first pipe column 11 further comprises a fixing member 113, and the fixing member 113 is connected with the first pipe column 11 to form a right-angled tripod shape and is used for fixing the mounting bracket 1 on the railway vehicle. This shape has a high stability and can facilitate stable mounting of the mounting bracket 1 on a rail vehicle. When the cross beam 3 touches an obstacle and generates a large extrusion force, the shape of the tripod distributes the pressure, so that the first tubular column 11 is difficult to deform under the large extrusion force, and the stability of the first tubular column 11 is also ensured.

In some embodiments, as shown in fig. 1 to 5, when the rail vehicle collides with an obstacle, the cross beam 3 presses the elastic member 22, when the pressing force is too large and reaches an elastic threshold of the elastic member 22, the cross beam 3 presses and deforms the elastic member 22 and also presses the trigger 2 to slide in the guide sleeve 111, and when the elastic member 22 deforms too much due to the pressing, a sharp portion 211 arranged at the tail of the trigger 2 touches the loop hard wire 4, so that the sharp portion 211 cuts off the loop hard wire 4.

In some embodiments, as shown in fig. 6-7, the loop harness 4 is a 2mm diameter wire used to close the electrical control system loop. The schematic diagram of the electric control system is shown in fig. 6-7, fig. 6 shows that the circuit is in a state without obstacles, the whole circuit is in a closed state, the signal receiving end receives high level, and the communication controller does not send a braking signal; fig. 7 shows that when the trigger 2 is moved due to an obstacle and the loop hard wire 4 is cut off, the loop is disconnected, the signal receiving end receives a low level, the communication controller sends out a signal, and the braking system controls the vehicle to brake and stop stably. Because the loop hard wires 4 are connected in series in the electric control system loop, any one of the loop hard wires 4 is cut off, the whole loop is cut off, and the rail vehicle is controlled to brake stably.

The embodiment of the utility model also provides a railway vehicle which comprises the obstacle detection device 100 in any one of the above embodiments.

Other configurations and operations of the obstacle detecting device 100 according to the embodiment of the present invention are known to those skilled in the art and will not be described in detail herein.

In the description herein, references to the description of the term "one embodiment," "some embodiments," "an illustrative embodiment," "an example," "a specific example," or "some examples" or the like mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the utility model. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

While embodiments of the utility model have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the utility model, the scope of which is defined by the claims and their equivalents.

Claims (10)

1. An obstacle detection device for use on a rail vehicle, comprising:

mounting a bracket;

a trigger movably mounted on the mounting bracket in a horizontal direction;

the cross beam is connected with the mounting bracket through the trigger piece;

a loop hardwire disposed on the mounting bracket and severable when the trigger translates in a horizontal direction; when the circuit hardwire is cut off, the rail vehicle stops.

2. The obstruction detection device of claim 1, wherein the mounting bracket includes a first tubular post, a lower end of the first tubular post being connected to the trigger; the first tubular column comprises a guide sleeve, and the guide sleeve is arranged at the lower end of the first tubular column.

3. The obstruction detection device of claim 2, wherein the trigger comprises:

the tail end of the trigger body is provided with a sharp part, and the sharp part is suitable for cutting off the hard line of the loop;

the elastic piece is sleeved on the trigger piece body and is in contact fit with the cross beam and the first tubular column.

4. An obstacle detecting arrangement according to claim 2, wherein the trigger member is arranged within the guide sleeve and is slidable in the direction of the guide sleeve.

5. The obstruction detection device of claim 2, wherein the first tubular string further comprises a hard-wired mount disposed at a lower end of the first tubular string, the loop hard-wired being disposed on the hard-wired mount.

6. The obstruction detection device of claim 5, wherein the hardware mount comprises:

the trigger piece is arranged between the first installation piece and the second installation piece, and two ends of the loop hard wire are respectively connected with the first installation piece and the second installation piece.

7. The obstruction detection device of claim 2, wherein the first tubular string further comprises a fastener coupled to the first tubular string for securing the mounting bracket to the rail vehicle.

8. The obstruction detection device of claim 2, wherein there are at least two of the first posts, the two first posts being disposed in parallel.

9. The obstruction detection device of claim 8, wherein the mounting bracket further comprises at least one stabilizer member, the stabilizer members being respectively connected to the two parallel first tubular columns.

10. A rail vehicle, characterized by comprising an obstacle detecting device according to any one of claims 1 to 9.

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