CN216102139U - Railway crossing safety system - Google Patents

Abstract

The present application relates to a railroad grade crossing safety system. The railway crossing safety system comprises a barrier gate and a train position detection module, wherein the train position detection module is used for outputting a first signal when a train is at a first position or a fourth position and outputting a second signal when the train is at a second position or a third position; the switch module is connected with the train position detection module and comprises a first switch unit, a second switch unit and a third switch unit; the barrier lifting module is connected with the first switch unit and the third switch unit in series and used for lifting the barrier when the first switch unit and the third switch unit are both switched on; and the barrier gate falling module is connected with the second switch unit and used for falling the barrier gate when the second switch unit is switched on. The system improves the reliability of the barrier gate action.

Description

Railway crossing safety system

Technical Field

The application relates to the field of railway crossing safety protection, in particular to a railway crossing safety system.

Background

A railroad crossing is a special place where roads, railways cross each other, and trains, cars, pedestrians, etc. pass thereby. If the protection device is not arranged, the safety accident that the train collides with the passing automobiles and pedestrians can happen, and serious potential safety hazards exist.

The railway crossing safety system in the traditional technology is easy to miss the train when the train length is short, and the barrier gate is lifted by mistake, so that the safety traffic of the railway crossing is difficult to ensure.

Disclosure of Invention

In view of the above, it is necessary to provide a railroad crossing safety system capable of improving the reliability of the operation of a barrier.

The application provides a railway crossing safety system, railway crossing safety system includes the banister, still includes: the train position detection module is used for outputting a first signal when the train is at a first position or a fourth position and outputting a second signal when the train is at a second position or a third position; the first position and the second position are positioned at the first side of the railway crossing, the distance between the second position and the railway crossing is less than that between the first position and the railway crossing, the third position and the fourth position are positioned at the second side of the railway crossing, and the distance between the third position and the railway crossing is less than that between the fourth position and the railway crossing; the train position detection module is used for outputting a first signal or a second signal, the second switch unit is used for conducting when the train position detection module outputs the second signal, and the third switch unit is disconnected when the train position detection module outputs the second signal and does not output the first signal until the train position detection module outputs the first signal and does not output the second signal; the barrier lifting module is connected with the first switch unit and the third switch unit in series and used for lifting the barrier when the first switch unit and the third switch unit are both switched on; and the barrier gate falling module is connected with the second switch unit and used for falling the barrier gate when the second switch unit is switched on.

In one embodiment, the train position detecting device includes: the train detection device comprises a first position detection unit, a second position detection unit and a control unit, wherein the first position detection unit is arranged at a first position and used for outputting a first signal when a train is detected; the second position detection unit is arranged at a second position and used for outputting a second signal when the train is detected; the third position detection unit is arranged at a third position and used for outputting a second signal when the train is detected; and the fourth position detection unit is arranged at the fourth position and used for outputting the first signal when the train is detected.

In one embodiment, the first position detection unit, the second position detection unit, the third position detection unit and the fourth position detection unit are all infrared gratings.

In one embodiment, the switch module comprises a first relay, a second relay, a third relay, a fourth relay, and a magnetic latching relay; a coil of the first relay is connected with the first position detection unit, and the coil of the first relay is used for obtaining electricity when the first position detection unit outputs a first signal; a coil of the second relay is connected with the second position detection unit, and the coil of the second relay is used for obtaining electricity when the second position detection unit outputs a second signal; a coil of the third relay is connected with the third position detection unit, and the coil of the third relay is used for being electrified when the third position detection unit outputs a second signal; a coil of the fourth relay is connected with the fourth position detection unit, and the coil of the fourth relay is used for being electrified when the fourth position detection unit outputs the first signal; the first normally closed contact of the first relay, the first normally closed contact of the second relay, the first normally closed contact of the third relay and the first normally closed contact of the fourth relay are connected in series to form a first switch unit; the first normally open contact of the second relay and the first normally open contact of the third relay are connected in parallel to form a second switch unit; the second normally closed contact of the first relay and the second normally open contact of the second relay are connected in series to form a first branch circuit, the first normally open contact of the first relay and the second normally closed contact of the second relay are connected in series to form a second branch circuit, the second normally closed contact of the third relay and the first normally open contact of the fourth relay are connected in series to form a third branch circuit, and the second normally open contact of the third relay and the second normally closed contact of the fourth relay are connected in series to form a fourth branch circuit; the magnetic latching relay comprises a first action coil, a second action coil and a first normally closed contact; the first action coil of the magnetic latching relay is used for being connected with the first branch circuit and the fourth branch circuit in series to obtain electricity when the first branch circuit is conducted or the fourth branch circuit is conducted, and the second action coil of the magnetic latching relay is used for being connected with the second branch circuit and the third branch circuit in series to obtain electricity when the second branch circuit is conducted or the third branch circuit is conducted; the first normally closed contact of the magnetic latching relay is a third switch unit, is used for disconnecting when the first action coil is electrified and the second action coil is not electrified, is used for conducting when the first action coil is not electrified and the second action coil is electrified, and is also used for not acting when the first action coil and the second action coil are electrified simultaneously or not electrified simultaneously.

In one embodiment, the switch module comprises a fourth switch unit and a fifth switch unit, the fourth switch unit is used for being switched on when the train position detection module outputs the first signal or the second signal, and the fifth switch unit is used for being switched on when the train position detection module outputs the second signal and does not output the first signal until the train position detection module is switched off when the train position detection module outputs the first signal and does not output the second signal; the railway crossing safety system further comprises an alarm module, the alarm module is connected with the fourth switch unit and the fifth switch unit which are connected in parallel, and the alarm module is used for giving an alarm when the fourth switch unit or the fifth switch unit is conducted.

In one embodiment, the second normally open contact of the first relay, the third normally open contact of the second relay, the third normally open contact of the third relay and the second normally open contact of the fourth relay are connected in parallel to form a fourth switching unit; and the first normally open contact of the magnetic latching relay is a fifth switch unit.

In one embodiment, the alarm module comprises an audible and visual alarm device.

In one embodiment, the sound and light alarm device comprises an alarm lamp and an alarm horn.

In one embodiment, the installation height of the infrared grating is larger than the preset height.

In one embodiment, the barrier is provided with reflective strips.

Based on any one of the embodiments, the train position detection module outputs a first signal when detecting that the train is at a first position or a fourth position far away from the railway crossing, and outputs a second signal when detecting that the train is at a second position or a third position far away from the railway crossing. When the train is long, the barrier can be lifted only when the train leaves the railway crossing only through the first switch unit, and the barrier can be timely dropped when the train approaches the railway crossing through the second switch unit. Aiming at the condition that the train is short in length, the third switch unit is kept disconnected when the train enters the position between the second position and the third position, so that the barrier gate cannot be lifted by mistake, the action reliability of the barrier gate is improved, and the safety of a railway crossing is ensured.

Drawings

In order to more clearly illustrate the technical solutions in the embodiments or the conventional technologies of the present application, the drawings used in the descriptions of the embodiments or the conventional technologies will be briefly introduced below, it is obvious that the drawings in the following descriptions are only some embodiments of the present application, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.

FIG. 1 is a schematic illustration of a railroad grade crossing in one embodiment;

FIG. 2 is a block diagram of a railroad grade crossing safety system in one embodiment;

FIG. 3 is a schematic circuit diagram of a railroad grade crossing safety system in one embodiment;

FIG. 4 is a block diagram of a railroad grade crossing safety system in yet another embodiment;

fig. 5 is a schematic circuit diagram of a railroad grade crossing safety system in yet another embodiment.

Detailed Description

To facilitate an understanding of the present application, the present application will now be described more fully with reference to the accompanying drawings. Embodiments of the present application are set forth in the accompanying drawings. This application may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete.

Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein in the description of the present application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application.

It will be understood that, as used herein, the terms "first," "second," and the like may be used herein to describe various elements, but these elements are not limited by these terms. These terms are only used to distinguish one element from another.

Spatial relational terms, such as "under," "below," "under," "over," and the like may be used herein to describe one element or feature's relationship to another element or feature as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements or features described as "below" or "beneath" other elements or features would then be oriented "above" the other elements or features. Thus, the exemplary terms "under" and "under" can encompass both an orientation of above and below. In addition, the device may also include additional orientations (e.g., rotated 90 degrees or other orientations) and the spatial descriptors used herein interpreted accordingly.

It will be understood that when an element is referred to as being "connected" to another element, it can be directly connected to the other element or be connected to the other element through intervening elements. Further, "connection" in the following embodiments is understood to mean "electrical connection", "communication connection", or the like, if there is a transfer of electrical signals or data between the connected objects.

As used herein, the singular forms "a", "an" and "the" may include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises/comprising," "includes" or "including," etc., specify the presence of stated features, integers, steps, operations, components, parts, or combinations thereof, but do not preclude the presence or addition of one or more other features, integers, steps, operations, components, parts, or combinations thereof. Also, as used in this specification, the term "and/or" includes any and all combinations of the associated listed items.

As background art, the prior art railroad crossing safety system has a problem that when the length of a train is short, the train is easily not scanned and the barrier is lifted by mistake, and the inventor researches and finds that the problem is caused by that, referring to fig. 1, the railway safety system is respectively provided with sensors at the first position to the fourth position of fig. 1 to detect the train, and the barrier is lifted when all the sensors do not detect the train. However, if the length of the train is short, such as less than the distance between the second position and the third position in fig. 1, the sensors cannot detect the existence of the train, and the barrier is lifted, which is not good for the safety of the railway crossing.

For the above reasons, the present application provides a railroad crossing safety system, please refer to fig. 1 and 2, which includes a barrier, a train position detection module 10, a switch module 30, a barrier lifting module 50, and a barrier falling module 70.

Since the train is an object having a certain length, different parts of the train may be in a plurality of the first to fourth positions at the same time. The train position detection module 10 is configured to output a first signal when the train is at the first position or the fourth position and output a second signal when the train is at the second position or the third position. The first position and the second position are located on a first side of the railroad crossing, and the distance between the second position and the railroad crossing is less than the distance between the first position and the railroad crossing. The third position and the fourth position are positioned on the second side of the railway crossing, and the distance between the third position and the railway crossing is less than the distance between the fourth position and the railway crossing. Specifically, a railroad crossing is a crossing of a railway and a highway, and trains, automobiles, and traveling vehicles may pass through the railroad crossing. The first side of the railroad crossing refers to the left or right side of the road extending direction, and the second side of the railroad crossing is the side opposite to the first side of the railroad crossing.

The switch module 30 is connected to the train-position detecting module 10, and the switch module 30 includes a first switch unit 31, a second switch unit 33, and a third switch unit 35. The barrier lifting module 50 is connected in series with the first switch unit 31 and the third switch unit 35, and is configured to lift the barrier when the first switch unit 31 and the third switch unit 35 are both turned on. The first switch unit 31 is configured to be turned on when the train position detection module 10 does not output the first signal and does not output the second signal. It can be understood that the train is in any one of the first position, the second position, the third position or the fourth position, which means that the train may enter the railway crossing, and at this time, the train position detection module 10 may output the first signal or the second signal to turn off the first switch unit 31, so that the barrier lifting device cannot be lifted. However, when the above-mentioned problems of the related art occur, the barrier is lifted up by mistake only by the first switching unit 31. Therefore, the third switching unit 35 is provided in this embodiment, the third switching unit 35 is turned off when the train position detection module 10 outputs the second signal and does not output the first signal, and the train position detection module 10 outputs the second signal and does not output the first signal, which represents that the train is about to enter between the second position and the third position, and the third switching unit 35 needs to be turned off to ensure that the barrier lifting module 50 does not work. Until the train position detection module 10 outputs the first signal and does not output the second signal, the third switch unit 35 is turned on, the train position detection module 10 outputs the second signal and does not output the first signal, the train position detection module leaves between the second position and the third position, the first switch unit 31 can ensure that the barrier gate lifting module 50 does not work, and the third switch unit 35 can be turned on again. Taking the example of the train running from the first side to the second side, the condition that the train enters the space between the second position and the third position mainly includes:

and S10, the train is firstly at the first position, then continuously travels to be at the first position and the second position simultaneously, and the train is only at the second position when the tail of the train is not at the first position. At this time, the train position detection module 10 outputs only the second signal and does not output the first signal. When the train continuously moves to the tail of the train (the tail of the train is not fixed and can be changed after the direction of the train is changed) and is not located at the second position, the train enters the position between the second position and the third position, at this time, the train detection module does not output the first signal nor the second signal, although the first switch unit 31 is switched on, the third switch unit 35 is kept switched off, and the barrier gate lifting module 50 is ensured not to lift the barrier gate by mistake. When the train continuously runs, the train is only located at the third position, then is located at the third position and the fourth position at the same time, and until the tail of the train is not located at the third position, the train is only located at the fourth position, which means that the train is about to get away from a railway crossing, a barrier gate can be lifted up, the third switching unit 35 is not required to be kept disconnected, at this time, the train detection module only outputs the first signal but not the second signal, and the third switching unit 35 is switched on. When the train continues to move to the fourth position, the train detection module does not output the first signal or the second signal, the first switch unit 31 is turned on, at this time, the first switch unit 31 and the third switch unit 35 are both turned on, and the barrier gate lifting module 50 lifts the barrier gate to release pedestrians or vehicles on the road.

S11, the case where the train enters between the second position and the third position is similar to that in S10, and reference is made to the above. The train may change its direction from the second side to the first side after entering between the second position and the third position. When the train continuously runs, the train is only located at the second position, and then is located at the first position and the second position at the same time, until the tail of the train is not located at the second position, the train is only located at the first position, which means that the train is about to be far away from a railway crossing, a barrier gate can be lifted up, the third switching unit 35 is not required to be kept disconnected, at this time, the train detection module only outputs the first signal but not the second signal, and the third switching unit 35 is switched on. When the train continues to move to the train tail which is not at the first position, the train detection module does not output the first signal or the second signal, the first switch unit 31 is conducted, at the moment, the first switch unit 31 and the third switch unit 35 are conducted, and the barrier gate lifting module 50 lifts the barrier gate to release pedestrians or vehicles on the road.

The case where the train travels from the second side to the first side is similar to the above case, and is not described again. It is worth mentioning that, in the conventional technology, the distance between the first position and the second position is short, and the distance between the first position and the second position is not less than the length of the train. Similarly, the distance between the third position and the fourth position is not less than the length of the train. It is generally not the case that the train is between the first and second positions or between the third and fourth positions.

The second switching unit 33 is configured to be turned on when the train-position detecting module 10 outputs the second signal. The barrier dropping module 70 is connected to the second switch unit 33, and is configured to drop the barrier when the second switch unit 33 is turned on. It can be understood that the train position detection module 10 outputs a second signal when detecting the train at the second position or the third position, and the second position and the third position are closer to the railway crossing, so that when the train reaches the second position or the third position, it can be determined that the train is close to the railway crossing, and it should be ensured that the barrier falls down to prevent the vehicles or pedestrians on the road from passing.

Based on the railroad crossing safety system in this embodiment, the train position detection module 10 outputs a first signal when detecting that the train is at the first position or the fourth position farther from the railroad crossing, and outputs a second signal when detecting that the train is at the second position or the third position farther from the railroad crossing. When the train length is long, it can be ensured by only the first switching unit 31 that the barrier is lifted only when the train leaves the railroad crossing, and that the barrier is dropped in time when the train approaches the railroad crossing by the second switching unit 33. Aiming at the condition that the train is short in length, the third switch unit 35 is kept disconnected when the train enters the position between the second position and the third position, so that the barrier gate cannot be lifted by mistake, the action reliability of the barrier gate is improved, and the safety of the railway crossing is ensured.

In one embodiment, the train position detecting device includes a first position detecting unit, a second position detecting unit, a third position detecting unit, and a fourth position detecting unit. The first position detection unit is arranged at a first position and used for outputting a first signal when a train is detected. The second position detection unit is arranged at a second position and used for outputting a second signal when the train is detected. The third position detection unit is arranged at a third position and used for outputting a second signal when the train is detected. The fourth position detection unit is arranged at a fourth position and used for outputting a first signal when the train is detected. In one embodiment, the first position detecting unit, the second position detecting unit, the third position detecting unit and the fourth position detecting unit each include an infrared grating. The infrared grating comprises an infrared light emitter and an infrared light receiver, and the infrared light emitter and the infrared light receiver are respectively arranged on the left side and the right side of the railway extending direction. Taking the first position detection unit as an example, the infrared light emitter and the infrared light receiver are respectively arranged at the left side and the right side of the railway corresponding to the first position. When any part of the train is at the first position, the infrared light emitted by the infrared light emitter is blocked by the train, so that the infrared light receiver cannot receive the infrared light, and the first position detection unit outputs a first signal. The working principle of the second position detecting unit, the third position detecting unit and the fourth position detecting unit is similar to that of the first position detecting unit, and reference is made to the above description, which is not repeated herein.

In one embodiment, as shown in fig. 3, when the first switch unit 31 and the third switch unit 35 are turned on, the barrier lifting module 50 forms a loop with the + barrier lifting power and the-barrier lifting power, and the barrier lifting module 50 operates. When the second switch unit 33 is turned on, the barrier drop module 70 forms a loop with the + barrier drop power supply and the-barrier drop power supply, and the barrier drop module 70 operates. The switch module 30 includes a first relay, a second relay, a third relay, a fourth relay, and a magnetic latching relay. The coil 301 of the first relay is connected to the first position detecting unit 11, and the coil 301 of the first relay is configured to be powered when the first position detecting unit 11 outputs the first signal. The coil 311 of the second relay is connected to the second position detecting unit 13, and the coil 311 of the second relay is used to obtain power when the second position detecting unit 13 outputs the second signal. The coil 321 of the third relay is connected to the third position detecting unit 15, and the coil 321 of the third relay is used for getting power when the third position detecting unit 15 outputs the second signal. The coil 331 of the fourth relay is connected to the fourth position detecting unit 17, and the coil 331 of the fourth relay is configured to be powered when the fourth position detecting unit 17 outputs the first signal. That is, the first position detecting unit 11, the second position detecting unit 13, the third position detecting unit 15, and the fourth position detecting unit 17 correspond to the coil 301 of the first relay, the coil 311 of the second relay, the coil 321 of the third relay, and the coil 331 of the fourth relay in this order. Optionally, the first position detecting unit includes a first position switch, the first position switch and the coil 301 of the first relay are connected in series between the power supply + KM1 and-KM 1, and when the first position detecting unit 11 outputs the first signal, the first position switch is turned on, so that the power supply + KM1 and-KM 1 and the coil 301 of the first relay form a loop, and the coil 301 of the first relay is powered. The other three position switches and relays are similar to the above and will not be described again.

The first normally closed contact 302 of the first relay, the first normally closed contact 312 of the second relay, the first normally closed contact 322 of the third relay, and the first normally closed contact 332 of the fourth relay are connected in series to constitute the first switching unit 31. It is understood that the first switch unit 31 formed by the first normally closed contact 302 of the first relay, the first normally closed contact 312 of the second relay, the first normally closed contact 322 of the third relay, and the first normally closed contact 332 of the fourth relay are all maintained in the normally closed state only when the first position detecting unit 11 does not output the first signal, the second position detecting unit 13 does not output the second signal, the third position detecting unit 15 does not output the second signal, and the fourth position detecting unit 17 does not output the first signal. When any one of the detection units in the train detection module has a signal output, the coil of the relay corresponding to the detection unit will be powered so that the normally closed contact of the powered coil becomes open, resulting in the opening of the first switch unit 31.

The first normally open contact 313 of the second relay and the first normally open contact 323 of the third relay are connected in parallel to form a second switch unit 33. It is understood that the second position detecting unit 13 outputs the second signal to energize the coil 311 of the second relay, and thus the first normally open contact 313 of the second relay becomes conductive, and the second switching unit 33 is conductive. When the third position detecting unit 15 outputs the second signal, the coil 321 of the third relay is energized, and thus the first normally open contact 323 of the third relay becomes conductive, and the second switching unit 33 is turned on.

The second normally closed contact 303 of the first relay and the second normally open contact 314 of the second relay are connected in series to form a first branch, the first normally open contact 304 of the first relay and the second normally closed contact 315 of the second relay are connected in series to form a second branch, the second normally closed contact 324 of the third relay and the first normally open contact 333 of the fourth relay are connected in series to form a third branch, and the second normally open contact 325 of the third relay and the second normally closed contact 334 of the fourth relay are connected in series to form a fourth branch.

The magnetic latching relay includes a first moving coil 341, a second moving coil 342, and a first normally closed contact 343. The first action coil 341 of the magnetic latching relay is used to be connected in series with the first branch and the fourth branch to get electricity when the first branch is conducted or the fourth branch is conducted, and the second action coil 342 of the magnetic latching relay is used to be connected in series with the second branch and the third branch to get electricity when the second branch is conducted or the third branch is conducted. Alternatively, the power supplies + KM2 and-KM 2 are connected to the first actuating coil 341 through the first branch and the fourth branch, respectively, and when the first branch or the fourth branch is turned on, the power supplies + KM2 and-KM 2 form a loop with the first actuating coil 341, and the first actuating coil 341 is powered. The power supplies + KM2 and-KM 2 are respectively connected to the second operating coil 342 through the second branch and the third branch, and when the second branch or the third branch is turned on, the power supplies + KM2 and-KM 2 form a loop with the second operating coil 342, and the second operating coil 342 is powered on.

The first normally closed contact 343 of the magnetic latching relay is a third switching unit 35, which is configured to be turned off when the first operating coil 341 is energized and the second operating coil 342 is de-energized, and configured to be turned on when the first operating coil 341 is de-energized and the second operating coil 342 is energized, and further configured to be turned off when the first operating coil 341 and the second operating coil 342 are energized simultaneously or de-energized simultaneously. The principle of the magnetic latching relay is that the first action coil 341 is electrified and the second action coil 342 is deenergized, the first normally closed contact 343 of the magnetic latching relay is kept disconnected until the second action coil 342 is electrified and the first action coil 341 is deenergized, and the first normally closed contact 343 of the magnetic latching relay is recovered to be conducted.

Similarly, taking the example that the train runs from the first side to the second side, the condition that the train enters between the second position and the third position mainly includes:

and S20, the train is firstly at the first position, then continuously travels to be at the first position and the second position simultaneously, and the train is only at the second position when the tail of the train is not at the first position. The second position detecting unit 13 outputs a second signal to energize the coil 311 of the second relay to turn on the first branch, and the first operating coil 341 is energized accordingly, so that the first normally closed contact 343 of the magnetic latching relay is opened. When the train continuously moves to the train tail not at the second position, the train enters the position between the second position and the third position, at the moment, the train detection module does not output the first signal nor the second signal, the first branch circuit to the fourth branch circuit are all turned off, the first action coil 341 and the second action coil 342 are all powered off, the first normally closed contact 343 of the magnetic latching relay is kept off, and the barrier gate lifting module 50 is ensured not to lift the barrier gate by mistake. When the train continuously travels, the train is only located at the third position, and then is located at the third position and the fourth position at the same time, until the tail of the train is not located at the third position, the train is only located at the fourth position, which means that the train is about to be away from a railway crossing, a barrier gate is about to be lifted, the first normally closed contact 343 of the magnetic latching relay is not required to be kept off, at the moment, the fourth position detection unit 17 outputs a first signal to enable the coil 331 of the fourth relay to be electrified so as to enable the third branch to be conducted, and the first normally closed contact 343 of the magnetic latching relay is restored to be conducted. When the train continues to move to the fourth position, the train detection module does not output the first signal or the second signal, the first switch unit 31 is turned on, at this time, the first switch unit 31 and the third switch unit 35 are both turned on, and the barrier gate lifting module 50 lifts the barrier gate to release pedestrians or vehicles on the road.

S21, the case where the train enters between the second position and the third position is similar to that in S10, and reference is made to the above. The train may change its direction from the second side to the first side after entering between the second position and the third position. When the train continuously travels, the train is only located at the second position, and then is located at the first position and the second position at the same time, until the tail of the train is not located at the second position, the train is only located at the first position, which means that the train is about to be away from a railway crossing, a barrier gate is about to be lifted, the first normally closed contact 343 of the magnetic latching relay is not required to be kept open, at the moment, the first position detection unit 11 outputs a first signal to enable the coil 301 of the first relay to be electrified, so that the second branch is conducted, and the first normally closed contact 343 of the magnetic latching relay is recovered to be conducted. When the train continues to move to the train tail which is not at the first position, the train detection module does not output the first signal or the second signal, the first switch unit 31 is conducted, at the moment, the first switch unit 31 and the third switch unit 35 are conducted, and the barrier gate lifting module 50 lifts the barrier gate to release pedestrians or vehicles on the road.

In one embodiment, as shown in fig. 4, the switch module 30 includes a fourth switch unit 37 and a fifth switch unit 39, and the fourth switch unit 37 is configured to be turned on when the train-position detecting module 10 outputs the first signal or the second signal. The railway crossing safety system further comprises an alarm module 90, the alarm module 90 is connected with the fourth switch unit 37 and the fifth switch unit 39 which are connected in parallel, and the alarm module 90 is used for giving an alarm when the fourth switch unit 37 or the fifth switch unit 39 is conducted. It can be understood that the train may enter the railway crossing when in any one of the first position, the second position, the third position or the fourth position, and an alarm is needed to remind pedestrians or vehicles on the road. The fourth switching unit 37 is turned on as long as the train position detection module 10 detects a train, so that the alarm module 90 operates. However, when the above-mentioned problem in the related art occurs, the alarm module 90 may be early terminated by the fourth switching unit 37 alone. Therefore, the fifth switch unit 39 is provided in this embodiment, the fifth switch unit 39 is configured to be turned on when the train position detection module 10 outputs the second signal and does not output the first signal, and the train position detection module 10 outputs the second signal and does not output the first signal, which represents that the train is about to enter the position between the second position and the third position, and the fifth switch unit 39 needs to be turned on to ensure that the alarm module 90 continuously alarms. Until the train position detection module 10 outputs the first signal and does not output the second signal, the fifth switch unit 39 is turned off, the train position detection module 10 outputs the second signal and does not output the first signal, the train position detection module leaves a position between the second position and the third position, the fourth switch unit 37 can ensure that the alarm module 90 works, and the fifth switch unit 39 can be turned off again.

In one embodiment, as shown in fig. 5, the second normally open contact 305 of the first relay, the third normally open contact 316 of the second relay, the third normally open contact 326 of the third relay, and the second normally open contact 335 of the fourth relay are connected in parallel to form the fourth switching unit 37. The first normally open contact 344 of the magnetic latching relay is the fifth switching element 39. When the fourth switching unit 37 and the fifth switching unit 39 are turned on, the alarm module 90 and the + alarm power supply and the-alarm power supply form a loop, and the alarm module 90 operates.

Based on the railway safety system in fig. 5, taking the example of the train going from the first side to the second side, the operation can be stabilized at least in the following cases:

s30, when the train passes through the first position, only the coil 301 of the first relay is energized, so that the first switch unit 31 is turned off and the barrier raising module does not work, the fourth switch unit 37 is turned on and the alarm module 90 starts to alarm, the second branch is turned on and the second operating coil 342 is energized, so that the third switch unit 35 is turned on and the fifth switch unit 39 is turned off. When the train does not reach the second position, the running direction is directly changed until the train tail leaves the first position, the first switch unit 31 is switched on again, the barrier lifting module can work, the fourth switch unit 37 is switched off, the alarm module 90 stops alarming, the second branch is switched off, and therefore the third switch unit 35 is kept on and the fifth switch unit 39 is kept off.

And S31, keeping the running direction of the train entering from the first position and finally leaving from the fourth position for the train with the train body length larger than the distance between the first position and the fourth position. When the train passes through the first position, the coil 301 of the first relay is electrified to enable the fourth switch unit 37 to be conducted, the alarm module 90 starts to give an alarm, and the second branch is conducted. The second branch conduction energizes the second operating coil 342, turning on the third switching unit 35 and turning off the fifth switching unit 39.

When the train continuously runs to the second position, the coils 311 of the first relay and the second relay are powered on, the second switch unit 33 is switched on, the barrier gate falling module 70 works to enable the barrier gate to fall, the fourth switch unit 37 is switched on, the alarm module 90 keeps alarming, and the second branch is switched off from being switched on. When the second branch is turned off from on, both the first operating coil 341 and the second operating coil 342 are de-energized, and the third switching unit 35 remains on and the fifth switching unit 39 remains off.

When the train continues to run to the third position, the coils 321 of the first relay, the second relay and the third relay are powered on, the second switch unit 33 is switched on, the barrier gate falling module 70 works to keep the barrier gate falling, the fourth switch unit 37 is switched on, the alarm module 90 keeps alarming, and the fourth branch is switched on. The fourth branch is turned on to energize the first operating coil 341, so that the third switching unit 35 is turned off and the fifth switching unit 39 is turned on.

When the train continuously runs to the fourth position, the coils 331 of the first relay, the second relay, the third relay and the fourth relay are electrified, the second switch unit 33 is switched on, the barrier gate falling module 70 works to keep the barrier gate falling, the fourth switch unit 37 is switched on, the alarm module 90 keeps alarming, and the fourth branch is switched off from being switched on. When the fourth branch is turned off from on, both the first operating coil 341 and the second operating coil 342 are de-energized, and the third switching unit 35 remains off and the fifth switching unit 39 remains on.

When the train leaves the first position, the coils 331 of the second relay, the third relay and the fourth relay are energized, the second switch unit 33 is turned on, the barrier gate falling module 70 works to keep the barrier gate falling, the fourth switch unit 37 is turned on, and the alarm module 90 keeps the alarm and the first branch on. When the first branch is turned on, the first operating coil 341 is energized to turn off the third switching unit 35 and turn on the fifth switching unit 39.

When the train leaves the second position, the coils 331 of the third relay and the fourth relay are energized, the second switch unit 33 is turned on, the barrier gate falling module 70 operates to keep the barrier gate falling, the fourth switch unit 37 is turned on, the alarm module 90 keeps alarming, and the first branch is turned off. When the first branch path is turned off, both the first operating coil 341 and the second operating coil 342 are de-energized, and the third switching unit 35 remains off and the fifth switching unit 39 remains on.

When the train leaves the third position, the coil 331 of the fourth relay is energized, the second switch unit 33 is turned off, the first switch unit 31 is turned off, the barrier gate is kept falling, the fourth switch unit 37 is turned on, the alarm module 90 keeps alarming, and the third branch is turned on. The third branch is turned on to energize the second operating coil 342, the third switching means 35 is turned on, and the fifth switching means 39 is turned off.

When the train leaves the fourth position, the coils 331 of the first to fourth relays are all de-energized, the first switch unit 31 is turned on, the fourth switch unit 37 is turned off, the alarm module 90 stops alarming, and the third branch is turned off from on. The third switching unit 35 remains on and the fifth switching unit 39 remains off when the third branch is turned from on to off. The first switch unit 31 and the third switch unit 35 are turned on, and the barrier lifting module works to lift the barrier to allow pedestrians or vehicles on the road to pass.

And S32, keeping the running direction of the train which has the length of the train body larger than the distance between the first position and the fourth position, running from the first position to the third position, and changing the running direction to drive away from the first position. The case where the train travels to the third position is the same as in S31, and reference is made to the above.

After the train changes the direction, the train leaves the third position firstly, the first relay and the second relay are powered on, the second switch unit 33 is conducted, the barrier gate falling module 70 works to keep the barrier gate falling, the fourth switch unit 37 is conducted, the alarm module 90 keeps alarming, and the fourth branch is changed from being conducted into being disconnected. When the fourth branch is turned off from on, both the first operating coil 341 and the second operating coil 342 are de-energized, and the third switching unit 35 remains off and the fifth switching unit 39 remains on.

When the train leaves the second position, the first relay is electrified, the second switch unit 33 is disconnected, but the first switch unit 31 is disconnected, so that the barrier gate lifting module does not work, the barrier gate is kept falling, the fourth switch unit 37 is connected, the alarm module 90 keeps alarming, and the second branch is connected. The second branch conduction energizes the second operating coil 342, turning on the third switching unit 35 and turning off the fifth switching unit 39.

When the train leaves the first position, the coils 331 of the first to fourth relays are all de-energized, the first switch unit 31 is turned on, the fourth switch unit 37 is turned off, the alarm module 90 stops alarming, and the second branch is turned off from being turned on. The third switching unit 35 remains on and the fifth switching unit 39 remains off when the second branch is turned from on to off. The first switch unit 31 and the third switch unit 35 are turned on, and the barrier lifting module works to lift the barrier to allow pedestrians or vehicles on the road to pass.

And S33, keeping the running direction from the first position to the fourth position for the train with the train body length larger than the distance between the first position and the fourth position, and changing the running direction to drive away from the first position. The case where the train travels to the fourth position is the same as in S31, and reference is made to the above.

When the train leaves the fourth position after the direction of the train is changed, the first relay, the second relay and the third relay are powered on, the second switch unit 33 is switched on, the barrier gate falling module 70 works to keep the barrier gate falling, the fourth switch unit 37 is switched on, the alarm module 90 keeps alarming, the fourth branch is switched on from being disconnected, and the first action coil 341 is powered on when the fourth branch is switched on from being disconnected, so that the third switch unit 35 is kept disconnected and the fifth switch unit 39 is kept on.

When the train leaves the third position, the first relay and the second relay are powered on, the second switch unit 33 is turned on, the barrier gate falling module 70 works to keep the barrier gate falling, the fourth switch unit 37 is turned on, the alarm module 90 keeps alarming, the fourth branch is turned off from being turned on, and when the fourth branch is turned off from being turned on, the first action coil 341 and the second action coil 342 are both powered off, so that the third switch unit 35 is turned off, and the fifth switch unit 39 is kept on.

When the train leaves the second position, the first relay is powered on, the second switch unit 33 is powered off, the first switch unit 31 is powered off, the barrier gate is kept falling, the fourth switch unit 37 is powered on, the alarm module 90 keeps alarming, the second branch is powered on, and when the second branch is powered on, the second action coil 342 is powered on, the third switch unit 35 is powered on, and the fifth switch unit 39 is powered off.

When the train leaves the first position, the coils 331 of the first to fourth relays are all de-energized, the first switch unit 31 is turned on, the fourth switch unit 37 is turned off, the alarm module 90 stops alarming, and the second branch is turned off from being turned on. The third switching unit 35 remains on and the fifth switching unit 39 remains off when the second branch is turned from on to off. The first switch unit 31 and the third switch unit 35 are turned on, and the barrier lifting module works to lift the barrier to allow pedestrians or vehicles on the road to pass.

S34, the situations that the train with the train body length less than the distance between the second position and the third position enters the region between the second position and the third position sequentially through the first position and the second position and then drives away from the region after keeping the original direction or changing the direction are respectively described in S20 and S21, and are not described again.

In one embodiment, the alarm module 90 includes an audible and visual alarm.

In one embodiment, the audible and visual alarm device comprises an alarm lamp and an alarm horn.

In one embodiment, the mounting height of the echelettes is greater than a preset height. It can be understood that, in order to prevent the infrared light emitted by the infrared grating from being blocked by the pedestrian and being triggered by mistake, the preset height should be higher than the height of the pedestrian, for example, the preset height is set to be 2 meters.

In one embodiment, the barrier is provided with reflective strips.

In the description herein, references to the description of "some embodiments," "other embodiments," "desired embodiments," etc., 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 invention. In this specification, a schematic description of the above terminology may not necessarily refer to the same embodiment or example.

The technical features of the above embodiments can be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the above embodiments are not described, but should be considered as the scope of the present specification as long as there is no contradiction between the combinations of the technical features.

The above examples only express several embodiments of the present application, and the description thereof is more specific and detailed, but not construed as limiting the scope of the invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the concept of the present application, which falls within the scope of protection of the present application. Therefore, the protection scope of the present patent shall be subject to the appended claims.

Claims (10)

1. A railroad grade crossing safety system comprising a barrier, further comprising:

the train position detection module is used for outputting a first signal when the train is at a first position or a fourth position and outputting a second signal when the train is at a second position or a third position; the first position and the second position are positioned on a first side of a railway crossing, the distance between the second position and the railway crossing is less than the distance between the first position and the railway crossing, the third position and the fourth position are positioned on a second side of the railway crossing, and the distance between the third position and the railway crossing is less than the distance between the fourth position and the railway crossing;

the train position detection module is used for outputting a first signal and a second signal, the second switch unit is used for switching on when the train position detection module outputs the second signal, and the third switch unit is switched off when the train position detection module outputs the second signal and does not output the first signal until the train position detection module outputs the first signal and does not output the second signal;

the barrier lifting module is connected in series with the first switch unit and the third switch unit and used for lifting the barrier when the first switch unit and the third switch unit are both switched on;

and the barrier gate falling module is connected with the second switch unit and used for enabling the barrier gate to fall down when the second switch unit is conducted.

2. The railroad grade crossing safety system of claim 1, wherein the train position detection device comprises:

the first position detection unit is arranged at the first position and used for outputting the first signal when a train is detected;

the second position detection unit is arranged at the second position and used for outputting the second signal when the train is detected;

a third position detection unit, disposed at the third position, for outputting the second signal when a train is detected;

and the fourth position detection unit is arranged at the fourth position and used for outputting the first signal when the train is detected.

3. The railroad grade crossing safety system of claim 2, wherein the first, second, third, and fourth position detection units each comprise an infrared grating.

4. The railroad grade crossing safety system of claim 2, wherein the switch module comprises a first relay, a second relay, a third relay, a fourth relay, and a magnetic hold relay; the coil of the first relay is connected with the first position detection unit, and the coil of the first relay is used for being electrified when the first position detection unit outputs the first signal; a coil of the second relay is connected with the second position detection unit, and the coil of the second relay is used for being electrified when the second position detection unit outputs the second signal; a coil of the third relay is connected with the third position detection unit, and the coil of the third relay is used for being electrified when the third position detection unit outputs the second signal; a coil of the fourth relay is connected with the fourth position detection unit, and the coil of the fourth relay is used for being electrified when the fourth position detection unit outputs the first signal;

the first normally closed contact of the first relay, the first normally closed contact of the second relay, the first normally closed contact of the third relay and the first normally closed contact of the fourth relay are connected in series to form the first switch unit;

the first normally open contact of the second relay and the first normally open contact of the third relay are connected in parallel to form the second switch unit;

the second normally closed contact of the first relay and the second normally open contact of the second relay are connected in series to form a first branch circuit, the first normally open contact of the first relay and the second normally closed contact of the second relay are connected in series to form a second branch circuit, the second normally closed contact of the third relay and the first normally open contact of the fourth relay are connected in series to form a third branch circuit, and the second normally open contact of the third relay and the second normally closed contact of the fourth relay are connected in series to form a fourth branch circuit;

the magnetic latching relay comprises a first action coil, a second action coil and a first normally closed contact; the first action coil of the magnetic latching relay is used for being connected with the first branch and the fourth branch in series to obtain electricity when the first branch is conducted or the fourth branch is conducted, and the second action coil of the magnetic latching relay is used for being connected with the second branch and the third branch in series to obtain electricity when the second branch is conducted or the third branch is conducted;

the first normally closed contact of the magnetic latching relay is the third switch unit, is used for disconnecting when the first action coil is electrified and the second action coil is not electrified, is used for conducting when the first action coil is not electrified and the second action coil is electrified, and is also used for not acting when the first action coil and the second action coil are electrified simultaneously or are not electrified simultaneously.

5. The railroad grade crossing safety system of claim 4, wherein the switch module comprises a fourth switch unit and a fifth switch unit, the fourth switch unit being configured to turn on when the train position detection module outputs the first signal or the second signal, the fifth switch unit being configured to turn on when the train position detection module outputs the second signal and does not output the first signal until the train position detection module turns off when it outputs the first signal and does not output the second signal;

the railway crossing safety system further comprises an alarm module, the alarm module is connected with the fourth switch unit and the fifth switch unit which are connected in parallel, and the alarm module is used for giving an alarm when the fourth switch unit or the fifth switch unit is conducted.

6. The railroad grade crossing safety system of claim 5, wherein the second normally open contact of the first relay, the third normally open contact of the second relay, the third normally open contact of the third relay, and the second normally open contact of the fourth relay are connected in parallel to form the fourth switching unit; and the first normally open contact of the magnetic latching relay is the fifth switch unit.

7. The railroad grade crossing safety system of claim 5, wherein the alarm module comprises an audible and visual alarm.

8. The railroad grade crossing safety system of claim 7, wherein the audible and visual alarm device comprises an alarm lamp and an alarm horn.

9. The railroad grade crossing safety system of claim 3, wherein the echelettes are mounted at a height greater than a preset height.

10. The railroad grade crossing safety system of claim 1, wherein the barrier is provided with reflective strips.

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