CN219838564U - Vehicle derailment detection device, system and vehicle - Google Patents

Abstract

The utility model provides a vehicle derailment detection device, a system and a vehicle. The vehicle derailment detection device comprises a signal generator, a trigger assembly and a detection assembly. The trigger assembly comprises a touch piece, the detection assembly comprises a magnet, the magnet is arranged close to the track beam, and the magnet is connected to the touch piece. When the vehicle deviates from the track beam by a preset distance, the magnetic force between the magnet and the track beam changes, and drives the trigger piece trigger signal generator to generate an induction signal. When the vehicle derails, the change of magnetic force between the magnet and the track beam drives the trigger piece trigger signal generator to generate induction signals, so that the non-contact detection of the vehicle derailment is realized, and the damage to the vehicle derailment detection device is avoided.

Description

Vehicle derailment detection device, system and vehicle

Technical Field

The present utility model relates generally to the technical field of rail traffic detection equipment, and more particularly to a vehicle derailment detection apparatus, system, and vehicle.

Background

The related art derailment detection system detects a derailment signal after the railway vehicle has derailed, and although further expansion of an accident can be prevented, a derailment accident has occurred. Secondly, the related art track inspection device adopts a mechanical contact mode to inspect whether the vehicle is derailed, and the service life of the inspection device is greatly influenced along with the mechanical contact between the inspection device and the track beam in each inspection process, and the part of the inspection device for realizing the mechanical contact under the impact of sudden derailment of the vehicle can be damaged.

Accordingly, there is a need to provide a vehicle derailment detection apparatus, system, and vehicle that at least partially address the above-described problems.

Disclosure of Invention

In the summary, a series of concepts in a simplified form are introduced, which will be further described in detail in the detailed description. The summary of the utility model is not intended to define the key features and essential features of the claimed subject matter, nor is it intended to be used as an aid in determining the scope of the claimed subject matter.

To at least partially solve the above-mentioned problems, a first aspect of the present utility model provides a vehicle derailment detection apparatus for being provided to a vehicle whose running wheels are located on a track beam, the vehicle derailment detection apparatus comprising:

a signal generator;

the trigger assembly comprises a touch piece; and

the detection assembly comprises a magnet, the magnet is arranged close to the track beam, and the magnet is connected to the touch piece;

when the vehicle deviates from the track beam by a preset distance, the magnetic force between the magnet and the track beam is changed, and the touch piece triggers the signal generator to generate a sensing signal.

Optionally, the triggering assembly further includes an elastic member having a first connection end and a second connection end, the first connection end being for fixedly connecting to the vehicle, the second connection end being a free end;

the magnet is arranged to the elastic piece, and the touch piece is arranged to the elastic piece;

when the vehicle deviates from the track beam to a preset distance, the magnetic force between the magnet and the track beam changes and drives the elastic piece to rotate around the first connecting end, so that the touch piece triggers the signal generator to generate the induction signal.

Optionally, the magnet is disposed to the second connection end; and/or

The touch piece is arranged at the second connecting end.

Optionally, the elastic member is configured as an elastic rod.

Optionally, the vehicle comprises two travelling wheels, and the two travelling wheels are respectively positioned on the first track beam and the second track beam;

the vehicle derailment detection device is located between the first track beam and the second track beam;

the magnets comprise a first magnet and a second magnet, the first magnet is arranged close to the first track beam, and the second magnet is arranged close to the second track beam;

in a driving state that the vehicle deviates from a preset distance towards the direction of the first track beam, a first magnetic force between the first magnet and the first track beam is unequal to a second magnetic force between the second magnet and the second track beam, and the touch piece rotates along with the elastic piece around the first connecting end to trigger the signal generator to generate an induction signal.

Optionally, the elastic member is an elastic rod extending in a vertical direction and located at a center in a width direction of the vehicle; and/or

The first magnet and the second magnet are symmetrically distributed relative to the elastic piece.

Optionally, the detection assembly further includes a guide lever, a middle portion of which is pivotably connected to the second connection end of the elastic member, the guide lever extending in a width direction of the vehicle, the first magnet and the second magnet being fixed to both ends of the guide lever, respectively; and/or

The first magnet and the second magnet are the same permanent magnet.

Optionally, the magnets are disposed laterally or above the rail beams.

Optionally, the signal generator is a micro switch.

Optionally, the micro switch is a normally closed switch or a normally open switch.

Optionally, the preset distance is 1/4-1/2 of the width of the travelling wheel.

A second aspect of the utility model provides a vehicle derailment detection system, comprising:

the vehicle derailment detection apparatus according to the first aspect of the present utility model; and

and a controller electrically connected to the signal generator.

A third aspect of the utility model provides a vehicle comprising a vehicle derailment detection system according to the second aspect of the utility model.

Optionally, the vehicle further comprises:

an alarm display device electrically connected to the controller; and

a brake system electrically connected to the controller;

the controller is configured to control the alarm display device to send out an alarm signal and/or display alarm information according to the induction signal;

the controller is further configured to control activation of the braking system to apply emergency braking to the vehicle in response to the sensed signal.

The utility model provides a vehicle derailment detection device, a system and a vehicle. The trigger assembly comprises a touch piece, the detection assembly comprises a magnet, the magnet is arranged close to the track beam, and the magnet is connected to the touch piece. When the vehicle deviates from the track beam by a predetermined distance, the magnetic force between the magnet and the track beam changes and causes the trigger signal generator to generate a sensing signal. When the vehicle derails, the change of magnetic force between the magnet and the track beam drives the trigger piece trigger signal generator to generate induction signals, so that the non-contact detection of the vehicle derailment is realized, and the damage to the vehicle derailment detection device is avoided.

Drawings

The following drawings of embodiments of the present utility model are included as part of the utility model. Embodiments of the present utility model and their description are shown in the drawings to explain the principles of the utility model. In the drawings of which there are shown,

FIG. 1 is a schematic structural view of a vehicle derailment detection system according to a preferred embodiment of the present utility model;

FIG. 2 is a schematic structural view of a vehicle derailment detection system according to another preferred embodiment of the present utility model;

fig. 3 to 4 are schematic operation views of the vehicle derailment detection system according to fig. 2, wherein the vehicles of fig. 3 and 4 have a left derailment tendency and a right derailment tendency, respectively;

FIG. 5 is a flowchart illustrating operation of the vehicle derailment detection system of FIG. 1; and

fig. 6 is another operational flow diagram of the vehicle derailment detection system of fig. 1.

Reference numerals illustrate:

100: vehicle 110: elastic piece

110A: first connection 110B: second connecting end

111: guide rod 121: first touch piece

122: the second touching member 131: first micro-switch

132: the second micro switch 140: magnet

141: first magnet 142: second magnet

151: first sheave 152: second travelling wheel

161: first rail beam 162: second track beam

D1: width direction D2: in the vertical direction

L: width of the running wheel

Detailed Description

In the following description, numerous specific details are set forth in order to provide a more thorough understanding of the present utility model. It will be apparent, however, to one skilled in the art that embodiments of the utility model may be practiced without one or more of these details. In other instances, well-known features have not been described in detail in order to avoid obscuring the embodiments of the utility model.

In the following description, a detailed structure will be presented for a thorough understanding of embodiments of the present utility model. It will be apparent that embodiments of the utility model may be practiced without limitation to the specific details that are set forth by those skilled in the art. The preferred embodiments of the present utility model are described in detail below, however, the present utility model may have other embodiments in addition to the detailed description, and should not be construed as limited to the embodiments set forth herein.

It is to be understood that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the utility model, as the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. The terms "comprises," "comprising," and/or "including," when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. The terms "upper", "lower", "front", "rear", "left", "right" and the like are used herein for illustrative purposes only and are not limiting.

Ordinal numbers such as "first" and "second" cited in the present utility model are merely identifiers and do not have any other meaning, such as a particular order or the like. Also, for example, the term "first component" does not itself connote the presence of "second component" and the term "second component" does not itself connote the presence of "first component".

Hereinafter, specific embodiments of the present utility model will be described in more detail with reference to the accompanying drawings, which illustrate representative embodiments of the present utility model and not limit the present utility model.

As shown in fig. 1 to 6, the present utility model provides a vehicle derailment detection apparatus, a vehicle derailment detection system, and a vehicle 100 having the vehicle derailment detection system.

Referring to fig. 1, a vehicle derailment detection apparatus includes a signal generator, a trigger assembly, and a detection assembly. The trigger assembly includes a trigger. The detection assembly includes a magnet 140, the magnet 140 being disposed proximate the rail beam, the magnet 140 being coupled to the trigger member. The magnet 140 can generate a force (magnetic force) with the rail beam.

The working principle of the vehicle derailment detection device of the utility model is as follows: when the vehicle 100 is displaced in the width direction D1, the magnetic force between the magnet 140 and the rail beam changes. When the offset reaches a predetermined distance, the magnetic force between the magnet 140 and the rail beam changes and enables the trigger signal generator to generate a sense signal.

The magnet 140 is coupled to the triggering member (including the first triggering member 121 and the second triggering member 122 described later). The magnet 140 may be directly connected to the touch member, or the magnet 140 may be indirectly connected to the touch member. In the embodiment shown in fig. 1, the magnet 140 is attached to the bottom of the vehicle by a flexible rod 110. When the vehicle 100 deviates from the track beam, the magnetic force between the magnet 140 and the track beam changes, for example, the magnet 140 may drive the trigger member to move and trigger the signal generator (including the first micro switch 131 and the second micro switch 132 described later) under the action of the magnetic force.

Referring to fig. 1, the elastic lever 110 is provided with a first micro switch 131 and a second micro switch 132, respectively, and the first micro switch 131 and the second micro switch 132 are disposed at both sides of the elastic lever 110 in the width direction D1. When the vehicle moves in the width direction D1 (the running wheel is displaced in the width direction D1 relative to the track beam), the distance between the magnet 140 and the track beam changes, so that the magnetic force changes, and the first micro switch 131 or the second micro switch 132 can be correspondingly triggered.

In the embodiment shown in fig. 1, the triggering component comprises two triggering pieces, and two signal generators are correspondingly arranged. So as to detect derailment directions in both width directions D1 of the vehicle 100. It will be appreciated that a vehicle derailment detection device may be provided on each side of the road wheel, each vehicle derailment detection device including a magnet, a signal generator and a trigger member corresponding thereto.

It is understood that the predetermined distance is a safety range for the vehicle 100 to deviate beyond which the vehicle 100 presents a safety risk.

It will be appreciated that the detection apparatus of the present utility model is suitable for use in derailment detection of a single track vehicle 100 (as shown in fig. 1). The same applies to derailment detection for a dual track or multi-track vehicle 100 (as shown in fig. 2).

Next, a structure of a vehicle derailment detection apparatus of the present utility model will be described with reference to embodiments of the drawings.

As shown in fig. 1 to 4, the vehicle 100 includes first and second wheels 151, 152 disposed at intervals in the width direction D1. The first road wheel 151 is located on a first rail beam 161 and the second road wheel 152 is located on a second rail beam 162.

The trigger assembly includes an elastic member 110 and a trigger member. The touch member is provided to the elastic member 110. The elastic member 110 has a first connection end 110A and a second connection end 110B. The first connection end 110A is fixedly connected to the vehicle 100. The second link end 110B is a free end, and the second link end 110B is located between the first rail beam 161 and the second rail beam 162.

Referring to fig. 2, the magnet 140 is disposed to the second connection end 110B of the elastic member 110. The magnet 140 includes a first magnet 141 and a second magnet 142, the first magnet 141 being disposed adjacent to the first rail beam 161, and the second magnet 142 being disposed adjacent to the second rail beam 162. The first magnet 141 and the first rail beam 161 have a first magnetic force therebetween. The second magnet 142 and the second rail beam 162 have a second magnetic force therebetween. In fig. 1 to 4, the magnets 140 are arranged laterally of the rail beam, it being understood that in other embodiments of the utility model not shown, the magnets may also be arranged above the rail beam. When the magnet is arranged above the track beam, the direction of the magnetic force between the magnet and the track beam is the vertical direction, so that derailment of the vehicle in the vertical direction can be detected. For example, the magnet may be provided with: when the vehicle moves upwards by a preset distance, the magnetic force between the magnet and the track beam is changed, and the trigger signal generating device generates an induction signal.

In a traveling state in which the vehicle 100 is deviated from the first track beam 161 or the second track beam 162 by a predetermined distance, the first magnetic force and the second magnetic force are not equal, and at this time, the touch member (including the first touch member 121 and the second touch member 122 described later) rotates around the first connection end 110A with the elastic member 110, and the touch member can trigger the signal generator to generate a sensing signal. The signal generator may also be electrically connected to the controller such that the signal generator may transmit the sensing signal to the controller.

The controller may then determine a derailment trend of the vehicle 100 based on the sensed signal. It will be appreciated that the first magnetic force and the second magnetic force being unequal include two cases: (1) the first magnetic force is greater than the second magnetic force; (2) the second magnetic force is greater than the first magnetic force. Different signal generators and touch members may be correspondingly provided for the two cases to generate different sensing signals, and the controller may determine the derailment direction of the vehicle 100 according to the different sensing signals.

The construction and operation of a vehicle derailment detection apparatus according to the present utility model will be described with reference to fig. 2 to 4.

Referring to fig. 2 to 4, in the present embodiment, the signal generator is a micro switch.

Specifically, the micro-switches include a first micro-switch 131 and a second micro-switch 132. The first and second micro switches 131 and 132 are connected to the controller in parallel.

The elastic member 110 is an elastic rod 110, and the elastic rod 110 extends in a vertical direction D2 (i.e., a height direction in the drawing) and is located at the center of the vehicle 100 in a width direction D1. The trigger comprises a first trigger 121 and a second trigger 122.

The first and second actuators 121 and 122 are respectively provided to the elastic rod 110. The first touching member 121 is disposed near the first micro switch 131, and the second touching member 122 is disposed near the second micro switch 132.

In the state shown in fig. 2, the vehicle 100 is in a normal running state, where the first distance between the first magnet 141 and the first rail beam 161 is h1, and the second distance between the second magnet 142 and the second rail beam 162 is h2. The first trigger 121 does not trigger the first micro switch 131, and the second trigger 122 does not trigger the second micro switch 132. It will be appreciated that the first magnetic force and the second magnetic force are comparable in magnitude at this time.

In the state shown in fig. 3, the vehicle 100 is deviated a predetermined distance in the direction of the first rail beam 161. At this time, the first magnetic force is greater than the second magnetic force, and the first magnet 141 drives the elastic rod 110 to rotate around the first connecting end 110A to approach the first rail beam 161, so that the elastic rod 110 is elastically deformed. At this time, the first pitch value is h1', h1' < h1; the second pitch value is h2', h2' > h2. The first trigger 121 triggers the first micro switch 131, and the second trigger 122 does not trigger the second micro switch 132. The controller receives the sensing signal from the first micro switch 131 and determines that the vehicle 100 has a tendency to derail toward the first rail beam 161 side.

In the state shown in fig. 4, the vehicle 100 is deviated a predetermined distance toward the second track beam 162. At this time, the first magnetic force is smaller than the second magnetic force, and the second magnet 142 drives the elastic rod 110 to rotate around the first connecting end 110A to approach the second track beam 162, so that the elastic rod 110 is elastically deformed. At this time, the first pitch value is h1", h1" > h1; the second pitch value is h2", h2" < h2. The first trigger 121 does not trigger the first micro switch 131, and the second trigger 122 triggers the second micro switch 132. The controller receives the sensing signal from the second microswitch 132 and determines that the vehicle 100 has a tendency to derail to the side of the second track beam 162.

The predetermined distance is a basis for determining whether the vehicle 100 has a tendency to derail, and is L/2 (where L is the width L of the running wheel), and may be flexibly set by those skilled in the art according to actual situations. For example, the predetermined distance may be set to 1/4 to 1/2 of the width of the road wheel. In the embodiments shown in fig. 2 to fig. 4, the micro switch is a normally open switch, and when the touch member approaches the micro switch, the micro switch is triggered to be turned on, and the corresponding circuit is turned on to generate an electrical signal to be transmitted to the controller. The elastic lever 110 is closer to the center position of the vehicle 100 in the width direction D1 than the micro switch. In other embodiments of the utility model not shown, the micro-switch may also be a normally closed switch.

Preferably, the elastic lever 110 is located at the center in the width direction D1 of the vehicle 100. The first magnet 141 and the second magnet 142 are symmetrically distributed with respect to the elastic rod 110. Preferably, the first magnet 141 and the second magnet 142 are the same permanent magnet. The permanent magnet can keep constant magnetism and is more reliable. The magnet 140 may also be an electromagnet.

Referring to fig. 2 to 4, the detection assembly further includes a guide rod 111. The middle portion of the guide lever 111 is pivotably connected to the second connection end 110B of the elastic member 110. The pivot axis is the radial (lengthwise) direction of the vehicle 100, i.e., the extending direction of the rail beam. The guide rod 111 extends in the width direction D1 of the vehicle 100, and the first magnet 141 and the second magnet 142 are fixed to both ends of the guide rod 111, respectively. It will be appreciated that the guide rod 111 may be an inelastic (or less deformable) rod, and that the guide rod 111 brings the first magnet 141 closer to the first rail beam 161 and the second magnet 142 closer to the second rail beam 162, reducing interference of environmental factors with the first and second magnets 141 and 142. In addition, the guide rod 111 extends in the width direction D1, and when the vehicle 100 is ensured to be offset in the width direction D1, the guide rod 111 rotates in the middle with respect to the second connecting end 110B of the elastic rod 110, ensuring that the first magnet 141 and the second magnet 142 still move in the width direction D1.

The second aspect of the utility model also provides a vehicle derailment detection system comprising the vehicle derailment detection apparatus of the first aspect of the utility model and a controller electrically connected to the signal generator.

A third aspect of the utility model provides a vehicle 100, the vehicle 100 comprising a vehicle derailment detection system according to the second aspect of the utility model. The vehicle 100 also includes an alarm display device and a braking system. The alarm display device is electrically connected to the controller. The controller is configured to control the alarm display device to emit an alarm signal and/or display alarm information when the trigger triggers the signal generator. For example, the alarm information can be displayed by emitting an alarm signal such as sound or light, or controlling the display screen according to the sensing signal. The braking system is electrically connected to the controller. The controller is configured to control the activation of the brake system to apply emergency braking to the vehicle 100 when the trigger triggers the signal generator.

In other embodiments of the present utility model, which are not shown, a plurality of thresholds may be set according to actual situations, and the controller controls the alarm display device to emit the first warning information when the distance by which the vehicle 100 is shifted in the width direction D1 reaches the first threshold, and controls the alarm display device to emit the second warning information when the shifted distance reaches the second threshold that is greater than the first threshold. The first warning information may be, for example, a warning information of "the vehicle has a tendency to derail", and the second warning information may be, for example, a warning information of "the vehicle has a tendency to derail and the vehicle needs emergency braking".

Referring to fig. 5 and 6, in the present embodiment, the controller is a zone controller of the vehicle 100, and the alarm display device is a vehicle display screen alarm system. The vehicle derailment detection system may monitor the operating state of the vehicle 100 in real time. When the vehicle 100 has a derailment tendency, the permanent magnet structure triggers the micro switch to generate a sensing signal, and the micro switch transmits the sensing signal to the area controller. The zone controller correspondingly controls the vehicle display screen warning system to display and warn accordingly, and at the same time, the zone controller also controls the brake system to be started so as to apply emergency brake to the vehicle 100.

Referring to fig. 6, the braking system includes a time delay relay and an emergency braking circuit, the time delay relay being electrically connected to the controller and the emergency braking circuit. The controller controls the opening of the emergency brake circuit via the time delay relay, and the emergency brake circuit applies emergency braking to the vehicle 100.

Unless defined otherwise, technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this utility model pertains. The terminology used herein is for the purpose of describing particular implementations only and is not intended to be limiting of the utility model. Terms such as "disposed" or the like as used herein may refer to either one element being directly attached to another element or one element being attached to another element through an intermediate member. Features described herein in one embodiment may be applied to another embodiment alone or in combination with other features unless the features are not applicable or otherwise indicated in the other embodiment.

The present utility model has been described in terms of the above embodiments, but it should be understood that the above embodiments are for purposes of illustration and description only and are not intended to limit the utility model to the embodiments described. Those skilled in the art will appreciate that many variations and modifications are possible in light of the teachings of the utility model, which variations and modifications are within the scope of the utility model as claimed.

Claims (14)

1. A vehicle derailment detection apparatus for setting to a vehicle whose running wheels are located on a track beam, characterized by comprising:

a signal generator;

the trigger assembly comprises a touch piece; and

the detection assembly comprises a magnet, the magnet is connected to the touch piece, and the magnet is arranged close to the track beam;

when the vehicle deviates from the track beam by a preset distance, the magnetic force between the magnet and the track beam is changed, and the touch piece triggers the signal generator to generate a sensing signal.

2. The vehicle derailment detection apparatus of claim 1, wherein the trigger assembly further comprises an elastic member having a first connection end for fixedly connecting to the vehicle and a second connection end that is a free end;

the magnet is arranged to the elastic piece, and the touch piece is arranged to the elastic piece;

when the vehicle deviates from the track beam to a preset distance, the magnetic force between the magnet and the track beam changes and drives the elastic piece to rotate around the first connecting end, so that the touch piece triggers the signal generator to generate the induction signal.

3. The vehicle derailment detection apparatus according to claim 2, wherein the magnet is provided to the second connection end; and/or

The touch piece is arranged at the second connecting end.

4. The vehicle derailment detection apparatus according to claim 2, wherein the elastic member is configured as an elastic lever.

5. The vehicle derailment detection apparatus of claim 4, wherein the vehicle includes two of the road wheels, the two road wheels being located on a first rail beam and a second rail beam, respectively;

the vehicle derailment detection device is located between the first track beam and the second track beam;

the magnets comprise a first magnet and a second magnet, the first magnet is arranged close to the first track beam, and the second magnet is arranged close to the second track beam;

in a driving state that the vehicle deviates from a preset distance towards the direction of the first track beam, a first magnetic force between the first magnet and the first track beam is unequal to a second magnetic force between the second magnet and the second track beam, and the touch piece rotates along with the elastic piece around the first connecting end to trigger the signal generator to generate the induction signal.

6. The vehicle derailment detection apparatus according to claim 5, wherein the elastic member is an elastic rod that extends in a vertical direction and is located at a center in a width direction of the vehicle; and/or

The first magnet and the second magnet are symmetrically distributed relative to the elastic piece.

7. The derailment detection apparatus for a vehicle according to claim 5, wherein,

the detection assembly further comprises a guide rod, the middle part of the guide rod is pivotally connected to the second connecting end of the elastic piece, the guide rod extends along the width direction of the vehicle, and the first magnet and the second magnet are respectively fixed at two ends of the guide rod; and/or

The first magnet and the second magnet are the same permanent magnet.

8. The vehicle derailment detection apparatus according to any one of claims 1 to 7, wherein the magnet is provided laterally or above the track beam.

9. The vehicle derailment detection apparatus according to any one of claims 1 to 7, wherein the signal generator is a micro switch.

10. The vehicle derailment detection apparatus according to claim 9, wherein the micro switch is a normally closed switch or a normally open switch.

11. The vehicle derailment detection apparatus according to any one of claims 1 to 7, wherein the predetermined distance is 1/4 to 1/2 of the road wheel width.

12. A vehicle derailment detection system, characterized in that the vehicle derailment detection system comprises:

the vehicle derailment detection apparatus according to any one of claims 1 to 11; and

and a controller electrically connected to the signal generator.

13. A vehicle characterized in that it comprises a vehicle derailment detection system according to claim 12.

14. The vehicle of claim 13, characterized in that the vehicle further comprises:

an alarm display device electrically connected to the controller; and

a brake system electrically connected to the controller;

the controller is configured to control the alarm display device to send out an alarm signal and/or display alarm information according to the induction signal;

the controller is further configured to control activation of the braking system to apply emergency braking to the vehicle in response to the sensed signal.