KR102088570B1 - Automatic Controlling System for Preventing Derailment of Train On Railroad - Google Patents

Abstract

The present invention is formed along the installation position of the railroad to be formed, but a dung formed to include a curved section; Sleepers arranged at regular intervals along the chin; A pair of rails respectively installed along one end and the other end of the arranged sleepers; A derailment preventing portion for preventing a train from derailing the rail by pressing the rail installed on the sleeper formed in the curved section upward; A laser displacement sensor mounted on a vertical guide rail spaced apart in the lateral direction of the derailment preventing portion to measure the shape of the side surface of the derailment preventing portion; A load measuring unit for measuring the load including the centrifugal force of the train passing through the curve section in real time; And a control unit for controlling the derailment prevention unit by receiving the signals of the laser displacement sensor and the load measurement unit, and wherein the derailment prevention unit is installed in the curved section so as to be positioned between each of the arranged sleepers. Provided is an automatic control device for preventing train derailment on the ground.

Description

Automatic Controlling System for Preventing Derailment of Train On Railroad

The present invention relates to an automatic control device for preventing train derailment on a railroad track, and more particularly, supports a lower side of a rail installed in a curved section, but maintains a pressing force upward, and includes a load applied by centrifugal force of a moving train. It relates to an automatic control device for preventing train derailment on a track that can maintain a support force in response to.

In general, trains are used more often because they can transport a large amount of goods or people than other means of transportation.

Such trains are moved along the tracks, and when some of the rails are displaced, a problem may arise in which the trains are derailed, and in particular, derailments are often generated in curved sections.

To solve this, as described in Utility Model No. 20-0362088, double rails are installed in the curved section, and the newly improved rail clips are interposed on both sides of the double rails to use sleeper fixing bolts and clip bolts. It is structured to prevent railroad derailment accidents by fastening rails and sleepers.

However, in the structure of the rail constructed as in the related art, there is no component for fixing the rail to the sleeper at the part where the rail and the rail contact, so the binding force is weak, and thus, the rail installed in the double direction may be derailed, causing the train to derail.

Particularly, when a train passes through a curved section, as the centrifugal force is generated, there is also a problem that the rail installed on the outside deviates from the rail.

Accordingly, there is an urgent need to develop a technology capable of preventing derailment by supporting rails, particularly rails in a curved section.

Accordingly, the present invention was devised to solve the above problems, and is formed along an installation position of a railroad to be formed, but a dung formed to include a curved section, and sleepers arranged at regular intervals along the dung, the A pair of rails respectively installed along one end and the other end of the arranged sleepers, a derailment preventing section for preventing a train from derailing the rail by pressing the rails installed on the sleepers formed in the curved section upward. It includes a load measuring unit for measuring the load including the centrifugal force of the train passing in real time, a control unit for controlling the derailment preventing unit by receiving the signal of the load measuring unit, the derailment preventing unit, each of the arranged sleepers It is installed in the curved section so as to be located between the rails and sleepers, dull installed in the curved section Provides an automatic control device to prevent train derailment on a railroad track that can prevent derailment and safety accidents by checking the status of the vehicle in real time and supporting the lower side in response to the load applied to the train including centrifugal force. The purpose is to do.

The present invention for achieving the above object is formed along the installation position of the railroad to be formed, but a dung formed to include a curved section; Sleepers arranged at regular intervals along the chin; A pair of rails respectively installed along one end and the other end of the arranged sleepers; A derailment preventing portion for preventing a train from derailing the rail by pressing the rail installed on the sleeper formed in the curved section upward; A laser displacement sensor mounted on a vertical guide rail spaced apart in the lateral direction of the derailment preventing portion to measure the shape of the side surface of the derailment preventing portion; A load measuring unit for measuring the load including the centrifugal force of the train passing through the curve section in real time; It includes; a control unit for receiving the signals of the laser displacement sensor and the load measuring unit to control the derailment preventing unit; includes, the derailment preventing unit is installed in the curved section so as to be located between each of the arranged sleepers.

Preferably, the derailment preventing portion has a predetermined length, a first support formed in a straight line, located on the upper side of the first support, a second support having one or more of the other end being bent upward, and And a fixing part for fixing the second support in the same straight line as the first support by fixing the first support and the second support to be in close contact with each other, and corresponding to the upper support by the upwardly curved end of the second support. The rail is supported so that the pressing force is applied upward.

In addition, one end and the other end of the second pedestal are bent upward, and the curvature of one end supporting the rail located outside of the pair of rails is greater than that of the other end.

In addition, the first pedestal, the lower horizontal frame having a predetermined length, the upper horizontal frame spaced a predetermined distance above the lower horizontal frame, and the lower horizontal frame and the vertical frame connecting each central portion of the upper horizontal frame, Including, the bottom horizontal frame, the top horizontal frame, the vertical frame is made integrally, the second pedestal has a certain length, the lower bending frame formed to be bent upward, spaced a certain distance to the upper side of the lower bending frame The upper bending frame, and the vertical bending frame connecting the central portion of the lower bending frame and the upper bending frame; including, the lower bending frame, the upper bending frame, the vertical bending frame is integrally produced.

And the fixing part, the first fixing hole is formed in a plurality in the upper horizontal frame of the first support, the second fixing hole is formed in a plurality in the lower bending frame of the second support so as to correspond to the first fixing hole, match Fixing bolts that are installed through the first fixing hole and the second fixing hole, and fastened to the ends of the fixing bolts passing through the first fixing hole and the second fixing hole to fix the first and second fixing holes Contains nuts ,.

In addition, the fixing bolt is fixed to the lower horizontal frame of the first supporting frame, and a pressing portion for pressing the fixing portion in the direction of the first supporting portion.

In addition, the auxiliary fixing portion, the third fixing hole formed in the lower horizontal frame of the first support so as to correspond to the first fixing hole, extends to the lower side of the fixing bolt so as to be installed through the third fixing hole, the outer periphery of the end And an auxiliary bolt formed with a screw thread and an auxiliary nut fastened to the auxiliary bolt protruding through the third fixing hole and fixed to the lower horizontal frame, wherein the pressing part is configured to correspond to the third fixing hole. A through hole formed in the upper bend frame of the second pedestal, an extension post extending upwardly of the fixing bolt so as to be installed through the through hole, and integrally formed in the extension post located between the fixing part and the upper bending frame It is provided between the pressing jaw, and the pressing jaw and the upper bending frame so as to surround the outside of the extension post for pressing the pressing jaw in the fixed portion direction Pressure spring, comprises a.

In addition, the derailment preventing unit further includes a lifting unit for elevating the combined first and second supports.

The lifting unit includes an elevating housing having an elevating space portion therein, and an elevating driving unit provided in the elevating housing to elevate the first support so that the first support coupled to the second support is located.

In addition, the first pedestal, one end of which the inner rail of the rail is installed is rotatably connected to the lifting part, and the lifting part is controlled by a control unit receiving the signal of the load measuring part, the outer rail of the Adjust the pressing force.

In addition, the lifting unit further includes a moving unit for moving along the installation direction of the pair of rails.

In addition, the moving part is provided between two sleepers installed in the curved section, the moving rail formed of the same curvature as the pair of rails, the moving hole provided in the lifting housing to correspond to the moving rail, and the lifting And a moving driving unit for moving the housing.

And a flatness measurement unit for measuring the flatness of the blunt barrier provided with the derailment prevention unit.

In addition, the flatness measuring unit, the first flatness measuring unit for measuring the flatness of the dung where one sleeper is installed, the second flatness measuring unit for measuring the flatness of the dullness in which the other sleeper is installed, and the two And a third flatness measuring unit for measuring the flatness of the dung between the two sleepers, and the control unit receives the respective measurement signals of the first flatness measurement unit, the second flatness measurement unit, and the third flatness measurement unit to increase the slope. Check and move the derailment preventing part to the inclined chin area by controlling the moving part.

As described above, according to the rail structure for preventing settlement according to the present invention, the rails and sleepers installed in the curved section by the derailment preventing part are checked in real time to support the lower side, and are applied by a train including centrifugal force. Paper is a very useful and effective invention that can prevent derailment and safety accidents by supporting the lower side in response to the load.

1 is a view showing a rail structure for preventing settlement according to the present invention,
2 is a view showing a derailment preventing portion according to the present invention,
3 is a view showing another embodiment of the second pedestal according to the present invention,
4 is a view showing the auxiliary fixing and the pressing portion according to the present invention,
5 is a view showing the installation state of the lifting unit and the load measuring unit according to the present invention,
6 is a view showing the installation state of the moving unit and the flat measurement unit according to the present invention.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. DETAILED DESCRIPTION The detailed description set forth below, in conjunction with the accompanying drawings, is intended to describe exemplary embodiments of the invention, and is not intended to represent the only embodiments in which the invention may be practiced. The following detailed description includes specific details to provide a thorough understanding of the present invention. However, one of ordinary skill in the art to which the present invention pertains knows that the present invention may be practiced without these specific details.

In some cases, in order to avoid obscuring the concept of the present invention, well-known structures and devices may be omitted, or block diagrams centered on the core functions of each structure and device may be illustrated.

Throughout the specification, when a part "comprising or including" a certain component, it means that other components may be further included instead of excluding other components, unless otherwise specified. do. In addition, the term "… part" described in the specification means a unit that processes at least one function or operation. In addition, "a (a or an)", "one (one)," "the (the)" and similar related terms in the context of describing the present invention (especially in the context of the following claims) are different herein. It can be used in a sense including both singular and plural unless indicated or clearly contradicted by context.

In describing embodiments of the present invention, when it is determined that a detailed description of known functions or configurations may unnecessarily obscure the subject matter of the present invention, the detailed description will be omitted. In addition, terms to be described later are terms defined in consideration of functions in an embodiment of the present invention, which may vary according to a user's or operator's intention or practice. Therefore, the definition should be made based on the contents throughout this specification.

Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings.

1 is a view showing a rail structure for preventing settlement according to the present invention, FIG. 2 is a view showing a derailment preventing part according to the present invention, and FIG. 3 shows another embodiment of the second pedestal according to the present invention One view, Figure 4 is a view showing the auxiliary fixing portion and the pressing portion according to the present invention, Figure 5 is a view showing the installation state of the lifting portion and the load measuring portion according to the present invention, Figure 6 is according to the present invention It is a diagram showing the installation state of the moving part and the flatness measuring part.

As shown in the figure, the automatic control device for preventing train derailment on the railway includes a dull 100 and sleepers 200, a rail 300, a derailment preventing part 400, a load measuring part 700 and a control part ( 800).

The chin 100 is formed along the installation location of the railroad to be formed, and is formed to include the curved section 110.

And the sleepers 200 are arranged at regular intervals along the chin 10.

The rails 300 are installed in pairs, along one end and the other end of the arranged sleepers 200, respectively.

In addition, the derailment preventing part 400 is provided to prevent the rail 300 from sinking by pressing the rail 300 installed on the sleeper 200 formed on the dull 100 to the upper side.

The load measuring unit 700 is provided to measure the load including the centrifugal force of the train passing through the curved section 110 in real time.

The laser displacement sensor 1000 is mounted on the vertical guide rail 1100 to be spaced apart in the lateral direction of the derailment preventing portion to detect the shape of the side surface of the derailment preventing portion 400.

That is, the laser displacement sensor 1000 moves up and down in the vertical direction along the vertical guide rail 1100, detects the shape of the side surface of the derailment prevention part 400, irradiates the laser and detects the reflected signal, thereby The horizontal distance between the sides of the displacement sensor 1000 and the derailment preventing part 400 may be measured.

The laser displacement sensor 1000 preferably sets an initial position value so that the laser beam is irradiated on the line formed by the bonding surface formed between the first pedestal 410 and the second pedestal 420, and the sensor moves. The distance is set to the upper line 420a of the side of the second pedestal and the lower line 410a of the side of the first pedestal to the upper and lower limits, respectively.

The laser displacement sensor 1000 irradiates a laser beam along the side of the derailment prevention part 400 from the side lower line of the first butt to the upper side line of the second butt and receives the signal reflected therefrom, and thus the thickness of the upper and lower sides. Can be detected. If the derailment preventing part 400 moves downward due to ground subsidence, the upper and lower thickness is changed (in this case, the upper limit moves downward to decrease the thickness), so that it can be detected.

The control unit 800 is provided to control the derailment preventing unit 400 by receiving signals from the load measuring unit 700 and the laser displacement sensor 1000.

Here, the derailment preventing part 400 is installed in the curved section 110 so as to be positioned between each of the sleepers 200 arranged.

The operating system for preventing derailment of the train supports the lower side of the rail 300 installed in the curved section 110 by the derailment prevention unit 400, and can respond to the force exerted by centrifugal force when the train moves. It can prevent derailment.

For this, the derailment preventing part 400 is composed of a first support 410, a second support 420, and a fixing part 430, as shown in FIG.

The first pedestal 410 has a predetermined length and is formed in a straight line.

In addition, the second pedestal 420 is positioned on the upper side of the first pedestal 410, and at least one of one end and the other end is bent upward.

The fixing part 430 is provided to fix the second pedestal 420 in the same straight line as the first pedestal 410 by fixing the first pedestal 410 and the second pedestal 420 to be in close contact with each other. .

The rail 300 is supported by the upwardly curved end of the second support 420 such that a pressing force is applied upward.

Thus, when the train passes through the rail 300, it can respond to the load applied by the winshim force.

Here, as shown in FIG. 3, one end and the other end of the second pedestal 420 are bent upward, and a bend of one end supporting a rail located outside of the pair of rails 300 The rate is formed larger than the curvature of the other end.

Accordingly, both rails 300 of the train passing through the curved section 110 are supported by being pressed upward, and the outer rail can be pressed more than the inner rail to respond by centrifugal force of the train.

The first pedestal 410 is composed of a lower horizontal frame 412, an upper horizontal frame 414 and a vertical frame 416.

The lower horizontal frame 412 has a predetermined length, and the upper horizontal frame 414 is spaced apart a predetermined distance above the lower horizontal frame 412.

And the vertical frame 416 is connected to each center of the lower horizontal frame 412 and the upper horizontal frame 414.

The lower horizontal frame 412, the upper horizontal frame 414 and the vertical frame 416 are integrally manufactured.

In addition, the second pedestal 420 is composed of a lower bending frame 422, an upper bending frame 424 and a vertical bending frame 426.

The lower bending frame 422 has a predetermined length, and at least one of the one end portion and the other end portion is bent upward.

In addition, the upper bending frame 424 is spaced at a predetermined interval to the upper side of the lower bending frame 422.

The vertical bending frame 426 is connected to each central portion of the lower bending frame 422 and the upper bending frame 424.

The lower bending frame 422, the upper bending frame 424 and the vertical bending frame 426 are integrally manufactured.

In addition, the fixing part 430 is composed of a first fixing hole 432, a second fixing hole 434, a fixing bolt 436, and a fixing nut 438.

A plurality of first fixing holes 432 are formed in the upper horizontal frame 414 of the first support 410.

In addition, a plurality of second fixing holes 434 are formed in the lower bending frame 422 of the second support 420 to correspond to the first fixing holes 432.

The fixing bolt 436 is installed through the coincident first fixing hole 432 and the second fixing hole 434.

In addition, the fixing nut 438 is fastened to the ends of the fixing bolt 436 that has passed through the first fixing hole 432 and the second fixing hole 434 to fix the first support 410 and the second support 420. It is provided to let.

On the other hand, as shown in Figure 4, the auxiliary fixing 440 and the pressing portion 450 is further provided.

The auxiliary fixing part 440 is fixed to the fixing bolt 436 on the lower horizontal frame 412 of the first pedestal 410.

In addition, the pressing part 450 is provided to press the fixing part 430 in the direction of the first support 410.

Here, the auxiliary fixing portion 440 is composed of a third fixing hole 442, an auxiliary bolt 444 and an auxiliary nut 446.

The third fixing hole 442 is formed in the lower horizontal frame 412 of the first support 410 to correspond to the first fixing hole 432.

In addition, the auxiliary bolt 444 is extended to the lower side of the fixing bolt 436 so as to penetrate through the third fixing hole 442, and a thread is formed along the outer circumference of the end.

The auxiliary nut 446 is fastened to the auxiliary bolt 444 protruding through the third fixing hole 442 and fixed to the lower horizontal frame 412.

The fixing bolt 436 of the fixing part 430 may be more firmly fixed to the first pedestal 410 by the auxiliary fixing part 440.

And the pressing portion 450 is composed of a through hole 452 and an extension post 454, a pressing jaw 456 and a pressing spring 458.

The through hole 452 is formed in the upper bending frame 424 of the second pedestal 420 to correspond to the third fixing hole 442.

In addition, the extension post 454 is extended to the upper side of the fixing bolt 436 to be installed through the through hole 452.

The pressing jaw 456 is integrally formed with the extension post 454 located between the fixing part 430 and the upper bending frame 424.

In addition, the pressure spring 458 is provided between the pressure jaw 456 and the upper bending frame 424 so as to surround the outside of the extension post 454, and is provided to press the pressure jaw 456 toward the fixing part 430. do.

The pressing part 450 presses the fixing bolt 436 of the fixing part 430 in the direction of the first support 410 to improve the bonding force between the second support 420 and the first support 410.

In addition, as shown in FIG. 5, the derailment preventing part 400 further includes a lifting part 500 for elevating the combined first support 410 and the second support 420.

The lifting part 500 is composed of a lifting housing 510 and a lifting driving part 520.

The elevating housing 510 has an elevating space 512 formed therein such that the first support 410 coupled to the second support 420 is positioned.

In addition, the elevation driving unit 520 is provided in the elevation housing 510 and is provided to elevate the first pedestal 410.

The lift driving unit 520 is composed of a jack or a pneumatic and hydraulic cylinder or a screw rotated by a motor.

Here, the first pedestal 410 is one end of which the inner rail is installed among the rails 300 so as to be rotatably connected to the elevating unit 500, and is rotatably connected to the elevating housing 510.

And the other end is lifted by the lift driving unit 520 to adjust the pressing force of the outer rail.

As the lifting unit 500 is controlled by the control unit 800 that receives the signal from the load measuring unit 700, the pressing force of the outer rail is automatically adjusted in real time, and when the train moves, the load applied including centrifugal force It is natural that the height is adjusted in consideration of.

And, as shown in Figure 6, the lifting unit 500 further includes a moving unit 600 for moving along the installation direction of the pair of rails 300.

The moving part 600 is composed of a moving rail 610, a moving hole 620, and a moving driving part 630.

The moving rail 610 is provided between two sleepers 200 installed in the curved section 110, and is formed with the same curvature as the pair of rails 300.

Also, the moving hole 620 is provided in the lifting housing 510 to correspond to the moving rail 610, and the moving driving unit 630 is provided to move the lifting housing 510.

Here, the derailment preventing unit 400 further includes a flatness measuring unit 900 for measuring the flatness of the chin 100 provided.

The flatness measurement unit 900 is composed of a first flatness measurement unit 910, a second flatness measurement unit 920, and a third flatness measurement unit 930.

The first flatness measuring unit 910 is provided to measure the flatness of the dung 100 in which one sleeper is installed, and the second flatness measuring unit 920 is flat in the dull 100 in which the other sleeper is installed. It is provided to measure the degree.

In addition, the third flatness measuring unit 930 is provided to measure the flatness of the dung 100 between two sleepers.

The control unit 800 receives the measurement signals of the first flatness measurement unit 910, the second flatness measurement unit 920, and the third flatness measurement unit 930 to check the slope in real time.

The control unit 800 checking the inclination in real time controls the moving unit 600 to move the derailment preventing unit 400 to the inclined chin portion.

Accordingly, by supporting the rail portion, it is possible to prevent settlement and prevent derailment, thereby preventing a safety accident.

The control unit 800 minimizes errors in detection by receiving the signals of the load measuring unit 700, the flat measuring unit 900, and the laser displacement sensor 1000 to control the derailment preventing unit 400. It is possible.

100: Dunchin 110: Curve section
200: sleeper 300: rail
400: derailment prevention unit 410: first support
420: second stand 430: fixing part
440: Auxiliary fixing part 450: Pressing part
500: lifting part 600: moving part
700: load measuring unit 800: control unit
900: flatness measuring unit 1000: laser displacement sensor

Claims (6)

It is formed along the installation position of the railroad to be formed, but a dung formed to include a curved section;
Sleepers arranged at regular intervals along the chin;
A pair of rails respectively installed along one end and the other end of the arranged sleepers;
A derailment preventing portion for preventing a train from derailing the rail by pressing the rail installed on the sleeper formed in the curved section upward;
A laser displacement sensor mounted on a vertical guide rail spaced apart in the lateral direction of the derailment preventing portion to measure the shape of the side surface of the derailment preventing portion;
A load measuring unit for measuring the load including the centrifugal force of the train passing through the curve section in real time;
Includes a control unit for receiving the signals of the laser displacement sensor and the load measuring unit to control the derailment preventing unit;
The derailment prevention unit,
It is installed in the curved section so as to be located between each of the arranged sleepers,
A first support having a predetermined length and formed in a straight line;
A second pedestal positioned above the first pedestal, wherein at least one of one end and the other end is bent upward; And
Including the fixing part for fixing the second support in the same straight line as the first support by fixing the first support and the second support to be in close contact with each other.
Automatic control device for preventing train derailment on the railroad, characterized in that to support the applied pressure to the rail upward by the upwardly curved end of the second pedestal. delete According to claim 1, wherein the derailment prevention unit,
Automatic control device for preventing train derailment on the rail further comprising; a lifting unit for elevating the combined first and second supports. According to claim 3,
The first base,
Any one of the rails, on which an inner rail is installed, is connected so as to be rotatable on the lift,
Automatic control device for preventing train derailment on the railway, characterized in that the lifting portion is controlled by a control unit that receives the signal of the load measuring unit, adjusting the pressing force of the outer rail. The method of claim 4, wherein the lifting portion,
Automatic control device for preventing train derailment on the rail further comprising a; moving portion for moving along the installation direction of the pair of rails. The method of claim 5,
The moving part,
A moving rail provided between two sleepers installed in the curved section, and formed with the same curvature as the pair of rails;
A moving ball provided in the lifting housing to correspond to the moving rail; And
Includes; a moving drive for moving the lifting housing;
It further includes a flatness measuring unit for measuring the flatness of the dull barrier provided with the derailment prevention unit,
The flatness measuring unit,
A first flatness measuring unit for measuring the flatness of the dung where any one sleeper is installed;
A second flatness measuring unit for measuring the flatness of the chin where another sleeper is installed; And
It includes; a third flatness measuring unit for measuring the flatness of the chin between the two sleepers;
The control unit receives the measurement signals of the first flatness measurement unit, the second flatness measurement unit, and the third flatness measurement unit to check the slope, and controls the moving unit to move the derailment prevention unit to the inclined blunt area. Automatic control device to prevent train derailment on the railway.

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