CN216082577U - Reverse position detection device for coupler head of open wagon for railway non-derailment - Google Patents
Reverse position detection device for coupler head of open wagon for railway non-derailment Download PDFInfo
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- CN216082577U CN216082577U CN202121640286.1U CN202121640286U CN216082577U CN 216082577 U CN216082577 U CN 216082577U CN 202121640286 U CN202121640286 U CN 202121640286U CN 216082577 U CN216082577 U CN 216082577U
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Abstract
The utility model provides a reverse position detection device for a coupler head of a railway non-unlinking open wagon, which comprises an encoder, a positioning armature, a positioning electromagnet, a detection collision rod, a driving motor, a base, a connecting rod, a support, a fixing frame and a control assembly. The first end of base and the first end of location electro-magnet link firmly, the second end and the third end of base link firmly with the first end of first support and second support respectively, the second end that the first end of head rod passed the first support links firmly with the encoder, the second end that the second end of head rod passed the second support links firmly with driving motor, the second end of mount and the third end of second support link firmly, the middle part of head rod and the middle part of second connecting rod link firmly, the both ends of second connecting rod link firmly with detecting the fender rod respectively, the third end and the location armature of second connecting rod link firmly. The utility model has the advantages of high detection accuracy, reliable control, easy checking and confirming of the state of the equipment, small later maintenance amount and no damage to the railway locomotive and the vehicle.
Description
Technical Field
The utility model relates to the technical field of detection, in particular to a reverse position detection device for a coupler head of a railway open wagon without train separation.
Background
At present, special gondola cars for coal transportation such as railways C63, C75 and C80 generally adopt a combination mode of 16 # interlocking rotating couplers and 17 # fixed couplers to realize continuous dumping operation without hook picking in a dumper, wherein the special gondola car for coal transportation of the C80 model is widely applied to special heavy coal transportation railways such as Daqin, Tanghui, Shuhuang and Haoji. The round hook position of the carriage of the open wagon is distinguished by painting yellow on the corresponding wagon and black at the position of the square hook, but as part of old vehicles and yellow marks shielded by coal dust are not obvious, the unloading system does not have a method for automatically identifying the inconsistency of the yellow marks, so that the square hook is frequently twisted off and derailed.
There are two main categories of common methods for dealing with yellow-label inconsistencies: firstly, manual identification and processing are carried out, and the frequent accident of twisting off the hook head is caused by frequent judgment errors and improper operation due to the fact that operators are influenced by thinking inertia and night shift fatigue; secondly, instrument detection, namely a method for detecting the height of the air pipe through a grating sensor or a pattern interpretation device, distinguishing vehicle types with inconsistent yellow standards, giving an alarm to a tipper driver and automatically interrupting circulation, but because the tipper operation environment is complex and severe and is influenced by coal dust during operation, the field data acquisition precision is low, and the false alarm rate and the missing alarm rate are high; the other is to use a gravity detection plate to collide with a carriage braking air pipe for detection, and the detection mode is suitable for single-car and double-car tippers with locomotive heads not entering the tipper and low tipper pulling speed. For a three-tipping and four-tipping car dumper system with a car dumper passing through the locomotive head, the lower edge of the locomotive front guide flow baffle and parts of the locomotive bottom are lower than the detection plate of the detection device, so the locomotive can be scraped and rubbed when passing, and locomotive equipment is damaged. When the tipper positioning car pulls the operation of the truck open wagon, the truck at the bottom of the open wagon can frequently impact the detection plate, so that the detection plate and the truck open wagon are damaged.
Therefore, aiming at the technical problems of the different detection methods, the reverse position detection device for the coupler head of the railway open wagon is designed.
SUMMERY OF THE UTILITY MODEL
Aiming at the problems in the prior art, the utility model provides a reverse position detection device for a railway non-unleaded open wagon coupler head, which mainly utilizes positioning magnets with 'energization and deenergization and magnetism', realizes reverse position detection of the railway non-unleaded open wagon coupler head, overcomes the operation environment, reduces the labor intensity of workers and masters, and improves the detection precision.
The utility model provides a reverse position detection device for a railway non-unlinking open car coupler head, which comprises an encoder, a positioning armature, a positioning electromagnet, a detection collision rod, a driving motor, a base, a first connecting rod, a second connecting rod, a first support, a second support, a fixed frame and a control assembly. The first end of the base is fixedly connected with the first end of the positioning electromagnet, the second end and the third end of the base are respectively fixedly connected with the first ends of the first bracket and the second bracket, the first end of the first connecting rod passes through the second end of the first bracket and is fixedly connected with the encoder, the second end of the first connecting rod passes through the second end of the second bracket and is fixedly connected with the output end of the driving motor, the shell of the driving motor is fixedly connected with the first end of the fixed frame, the second end of the fixed frame is fixedly connected with the third end of the second bracket, the middle part of the first connecting rod is fixedly connected with the middle part of the second connecting rod, the two ends of the second connecting rod are respectively and fixedly connected with the detection collision rod, and the third end of the second connecting rod is fixedly connected with the positioning armature. The control assembly comprises a first relay, a second relay, a first test button, a second test button and a power supply, wherein the input end of the driving motor is respectively connected with the first ends of the first relay and the second relay, the second ends of the first relay and the second relay are respectively connected with the output end of the power supply, and the first relay and the second relay are connected in parallel; the first test button is connected with a coil of the first relay in series, the second test button is connected with a coil of the second relay in series, and the third end of the first relay is connected with the second end of the positioning electromagnet.
Preferably, the positioning armature is located on one side close to the positioning electromagnet, and the distance between the positioning armature and the middle of the second connecting rod is equal to the distance between the positioning electromagnet and the axis of the first connecting rod.
Preferably, the length of the second connecting rod is smaller than that of the first connecting rod, the length of the first connecting rod is larger than the distance between the first support and the second support, and the length of the detection collision rod is smaller than the distance between the first support and the second support.
Preferably, the axis of the positioning electromagnet, the axis of the second connecting rod and the axis of the positioning armature are in the same plane.
Preferably, an axis of the first connecting rod and an axis of the second connecting rod are perpendicular to each other, and the axis of the first connecting rod and the axis of the sensing striking rod are parallel.
The utility model has the following advantages:
1. the utility model has the advantages of high detection accuracy, no false alarm, convenient and reliable control, easy check and confirmation of equipment state, capability of being connected with an unloading control system and being used independently, small later maintenance amount and no damage to railway locomotives and vehicles.
2. The utility model is not influenced by the operation environment of the tippler, can acquire field data with high precision even under the influence of coal dust, improves the working efficiency and reduces the labor intensity of workers.
Drawings
Fig. 1 is an overall structural view of a reverse position detecting device for a railway non-unlinking coupler head according to the present invention;
FIG. 2 is a diagram showing the operation of the anti-reverse position detecting device for a railway non-derailment coupler head according to the present invention;
FIG. 3 is a diagram showing the detecting state of the reverse position detecting device for the coupler head of the railway non-unladen truck according to the present invention;
FIG. 4 is a horizontal position view of the anti-roll detection device for a railway non-unleaded coupler head of the present invention;
FIG. 5 is a system schematic diagram of the anti-roll detection device for a railway non-unladen coupler head of the present invention;
fig. 6a and 6b are schematic diagrams of a control assembly of the reverse position detecting device for a railway non-derailing coupler head according to the present invention.
The main reference numbers:
the device comprises an encoder 1, a positioning armature 2, a positioning electromagnet 3, a detection collision rod 4, a driving motor 5, a base 6, a first connecting rod 7, a second connecting rod 8, a first support 9, a second support 10, a fixing frame 11, a first relay 12, a second relay 13, a first test button 14, a second test button 15, a power supply 16, a reverse controller 17, an alarm system 18 and a dumper control system 19.
Detailed Description
The technical contents, structural features, attained objects and effects of the present invention are explained in detail below with reference to the accompanying drawings.
The reverse position detection device for the coupler head of the railway non-unlinking open wagon comprises an encoder 1, a positioning armature 2, a positioning electromagnet 3, a detection collision rod 4, a driving motor 5, a base 6, a first connecting rod 7, a second connecting rod 8, a first support 9, a second support 10, a fixed frame 11 and a control assembly, wherein the detection collision rod is connected with the first support 9 and the second support by the control assembly, and the control assembly is connected with the first support and the second support by the fixing frame 11.
As shown in fig. 1 and 2, a first end of the base 6 is fixedly connected to a first end of the positioning electromagnet 3, a second end and a third end of the base 6 are fixedly connected to first ends of the first support 9 and the second support 10, respectively, a first end of the first connecting rod 7 penetrates through a second end of the first support 9 and is fixedly connected to the encoder 1, a second end of the first connecting rod 7 penetrates through a second end of the second support 10 and is fixedly connected to an output end of the driving motor 5, a housing of the driving motor 5 and a first end of the fixing frame 11 are fixedly connected to each other, a second end of the fixing frame 11 and a third end of the second support 10 are fixedly connected to each other, a middle of the first connecting rod 7 and a middle of the second connecting rod 8 are fixedly connected to each other, two ends of the second connecting rod 8 are fixedly connected to the detection impact rod 4 through bearings, respectively, and a third end of the second connecting rod 8 is fixedly connected to the positioning armature 2.
Specifically, the detection touch rod 4 swings at an angle of ± 90 degrees by taking the first connecting rod 7 as a circle center, and the positioning electromagnet 3 is arranged in front of the swing, as shown in fig. 3 and 4, the positioning electromagnet 3 has the characteristics of 'energization and deenergization, and deenergization and magnetism', namely, the positioning electromagnet 3 loses magnetism and is released when energized; when the power is lost, the positioning electromagnet 3 has magnetism and is attracted. Further, in order to secure an impact force to the vehicle braking air duct, the outer sheath of the sensing collision bar 4 is made of a rotatable flexible material.
The control assembly, as shown in fig. 6, includes a first relay 12, a second relay 13, a first test button 14, a second test button 15 and a power supply 16, an input end of the driving motor 5 is connected with first ends of the first relay 12 and the second relay 13 respectively, second ends of the first relay 12 and the second relay 13 are connected with an output end of the power supply 16 respectively, and the first relay 12 and the second relay 13 are connected in parallel; the first test button 14 is connected in series with the coil of the first relay 12, the second test button 15 is connected in series with the coil of the second relay 13, and the third end of the first relay 12 is connected with the second end of the positioning electromagnet 3.
In one embodiment of the utility model, the anti-roll detection control system consists of two identical anti-roll detection devices, an anti-roll controller 17, an alarm system 18 and a tipper control system 19; the alarm system 18 is composed of a working power supply, a control panel, a confirmation button and an alarm, and provides functions of power supply and control, local limitation of the action of the unloading system, remote transmission transceiving, alarm release and the like for the reverse position detection device.
As shown in fig. 2 to 4, the positioning armature 2 is located on the side close to the positioning electromagnet 3, and the distance between the positioning armature 2 and the middle of the second connecting rod 8 is equal to the distance between the axes of the positioning electromagnet 3 and the first connecting rod 7.
The length of the second connecting rod 8 is less than that of the first connecting rod 7, the length of the first connecting rod 7 is greater than the distance between the first bracket 9 and the second bracket 10, and the length of the detection collision bar 4 is less than the distance between the first bracket 9 and the second bracket 10.
As shown in fig. 2, the axis of the positioning electromagnet 3, the axis of the second connecting rod 8, and the axis of the positioning armature 2 are in the same plane.
The axis of the first connecting rod 7 and the axis of the second connecting rod 8 are perpendicular to each other, and the axis of the first connecting rod 7 and the axis of the detecting collision rod 4 are parallel.
The utility model is further described with reference to the following examples, which illustrate a device for detecting the reverse position of a coupler head of a railway open wagon without uncoupling:
the installation of the reverse position detection device is realized as follows:
first, a single inversion detection device is assembled: the first end of the base 6 and the first end of the positioning electromagnet 3 are fixedly connected, the second end and the third end of the base 6 are fixedly connected with the first ends of the first support 9 and the second support 10 respectively, the first end of the first connecting rod 7 penetrates through the second end of the first support 9 and the encoder 1, the second end of the first connecting rod 7 penetrates through the second end of the second support 10 and the output end of the driving motor 5, the shell of the driving motor 5 and the first end of the fixing frame 11 are fixedly connected, the second end of the fixing frame 11 and the third end of the second support 10 are fixedly connected, the middle of the first connecting rod 7 and the middle of the second connecting rod 8 are fixedly connected, the two ends of the second connecting rod 8 are fixedly connected with the detection collision rod 4 through bearings respectively, and the third end of the second connecting rod 8 is fixedly connected with the positioning armature 2.
Finally, installing the inversion detection system: as shown in fig. 5, two identical anti-position detection devices are connected in parallel between the tracks of the heavy truck entering the truck, and the installation center line of the anti-position detection device is ensured to coincide with the position of the braking air pipe of the open truck in the installation process; an encoder 1 and a driving motor 5 of the inversion detection device are respectively connected with a first end and a second end of an inversion controller 17, and a third end and a fourth end of the inversion controller 17 are respectively connected with an alarm 18 and a rollover control system 19 through IO.
The detection of the reverse detection device is realized as follows:
s1, vehicle entering and avoiding: when a locomotive drags a heavy vehicle to enter the locomotive or the heavy vehicle enters the locomotive, the driving motor 5 is started, the driving motor 5 drives the detection feeler lever 4, the positioning armature 2 positioned at the third end of the second connecting rod 8 is placed on the positioning electromagnet 3 with magnetism during power-on and power-off, so that the detection feeler lever 4 is in a horizontal state, as shown in fig. 4, when the locomotive and the heavy vehicle enter the locomotive, the locomotive is prevented from rubbing the bottom of the locomotive when passing through the locomotive, and the locomotive equipment is prevented from being damaged.
S2, parking detection: when the locomotive pulls the heavy truck to enter the locomotive or the heavy truck stops entering the locomotive, the reverse position detection device receives an instruction sent by the control system 19 of the locomotive dumper, the positioning electromagnet 3 in the reverse position detection device is electrified and released, and meanwhile, the driving motor 5 drives the detection probe rod 4 to lift and contact an air pipe between the bottoms of the carriages of the open wagon in the heavy truck.
When one of the detecting probe rods 4 at both ends of the second connecting rod 8 is blocked from swinging (the swinging angle is greater than 30 degrees from the vertical line), as shown in fig. 3, it is illustrated that the connection of the open wagon compartments in the heavy wagon is in the right position, and the heavy wagon can normally enter the wagon; if the swing angles of the two feeler levers are smaller than 30 degrees and tend to be vertical, the carriages of the open wagon in the heavy wagon are connected in a reversed position, and at the moment, if the open wagon needs to be continuously driven, the open wagon needs to be driven in a staggered position, so that accidents are avoided, and unnecessary loss is reduced.
S3, site and system alarm confirmation: when the reverse detection device between the tracks detects that the reverse situation of the car coupler occurs, the alarm in the alarm system 18 sends out audible and visual alarms, the monitoring personnel can confirm the situation on site and transmit the detection state to the car dumper control system 19, and the car dumper control system 19 enters the car in a staggered mode to avoid a reverse carriage, so that the danger is reduced.
The above-mentioned embodiments are merely illustrative of the preferred embodiments of the present invention, and do not limit the scope of the present invention, and various modifications and improvements made to the technical solution of the present invention by those skilled in the art without departing from the spirit of the present invention shall fall within the protection scope defined by the claims of the present invention.
Claims (5)
1. A reverse position detection device for a railway non-unlinking gondola car coupler head comprises an encoder, a positioning armature, a positioning electromagnet, a detection collision rod, a driving motor, a base, a first connecting rod, a second connecting rod, a first bracket, a second bracket, a fixed frame and a control assembly, and is characterized in that,
the first end of the base is fixedly connected with the first end of the positioning electromagnet, the second end and the third end of the base are respectively fixedly connected with the first ends of the first bracket and the second bracket, the first end of the first connecting rod passes through the second end of the first bracket and is fixedly connected with the encoder, the second end of the first connecting rod passes through the second end of the second bracket and is fixedly connected with the output end of the driving motor, the shell of the driving motor is fixedly connected with the first end of the fixed frame, the second end of the fixed frame is fixedly connected with the third end of the second bracket, the middle part of the first connecting rod is fixedly connected with the middle part of the second connecting rod, two ends of the second connecting rod are respectively and fixedly connected with the detection collision rod, and the third end of the second connecting rod is fixedly connected with the positioning armature;
the control assembly comprises a first relay, a second relay, a first test button, a second test button and a power supply, wherein the input end of the driving motor is respectively connected with the first ends of the first relay and the second relay, the second ends of the first relay and the second relay are respectively connected with the output end of the power supply, and the first relay and the second relay are connected in parallel; the first test button is connected with a coil of the first relay in series, the second test button is connected with a coil of the second relay in series, and the third end of the first relay is connected with the second end of the positioning electromagnet.
2. The apparatus of claim 1, wherein the positioning armature is located on a side close to the positioning electromagnet, and the distance between the positioning armature and the middle of the second connecting rod is equal to the distance between the positioning electromagnet and the axis of the first connecting rod.
3. The apparatus of claim 1, wherein the length of the second connecting rod is less than the length of the first connecting rod, the length of the first connecting rod is greater than the distance between the first bracket and the second bracket, and the length of the detection catch is less than the distance between the first bracket and the second bracket.
4. The apparatus of claim 1 or 2, wherein the axis of the positioning electromagnet, the axis of the second connecting rod and the axis of the positioning armature are in the same plane.
5. The apparatus for detecting a reverse position of a railway non-unlinking spacious coupler head as claimed in claim 1 or 3, wherein the axis of the first connecting rod and the axis of the second connecting rod are perpendicular to each other, and the axis of the first connecting rod and the axis of the detecting touch rod are parallel.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202121640286.1U CN216082577U (en) | 2021-07-19 | 2021-07-19 | Reverse position detection device for coupler head of open wagon for railway non-derailment |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202121640286.1U CN216082577U (en) | 2021-07-19 | 2021-07-19 | Reverse position detection device for coupler head of open wagon for railway non-derailment |
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| Publication Number | Publication Date |
|---|---|
| CN216082577U true CN216082577U (en) | 2022-03-18 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202121640286.1U Active CN216082577U (en) | 2021-07-19 | 2021-07-19 | Reverse position detection device for coupler head of open wagon for railway non-derailment |
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| CN (1) | CN216082577U (en) |
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- 2021-07-19 CN CN202121640286.1U patent/CN216082577U/en active Active
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