KR102499650B1 - Derailment detector for train - Google Patents

Abstract

The present invention relates to a derailment detection device, comprising: a braking operation unit (10) providing a movement path for compressed air supplied from a braking pipe (BP); a vibration sensing unit (20) that is disposed in fluid communication with the braking operation unit (10) and rapidly drops the pressure of the braking pipe when vibration or shock is sensed; and a cover unit (30) that is forcibly opened through discharge of the compressed air filled in the braking operation unit (10). An objective of the present invention is to provide the derailment detection device capable of rapidly applying emergency braking to a railway vehicle by detecting vibration and/or shock generated during derailment while the railway vehicle is in operation and rapidly dropping the pressure in the braking pipe.

Description

Derailment detector {Derailment detector for train}

The present invention relates to a derailment detection device, and more particularly, to a derailment detection device capable of automatically emergency braking a railroad vehicle by detecting vibration and/or impact generated when a railroad vehicle derails during operation.

BACKGROUND ART In general, railroad cars are configured to run along rails in a pole formation. When a railway vehicle derails during operation, it damages the railway vehicle and the rail, and considerable time and cost loss occurs until the damaged rail is restored and transportation is resumed. Moreover, failure to stop the rolling stock quickly when derailment is detected may result in a chain of derailment or even rollover of the rolling stock.

Patent Document 1 is a previously registered case with the same 'Jueun Machinery Co., Ltd.' as the applicant of this application, and discloses a method for detecting derailment of a railway vehicle and emergency braking of the railway vehicle. A derailment detection device according to the prior art includes an emergency discharge valve module that communicates a chamber provided in a derailment detection valve module with another chamber. It is necessary to reliably prevent the outflow of the pressure air filled in one chamber/other chamber of the derailment detection valve module.

Therefore, there is a demand for development of a derailment detection device having a simplified structure capable of quickly emergency braking while detecting derailment of a railway vehicle.

Republic of Korea Patent No. 10-1313802

The present invention was created to solve the above-described problems, and detects vibration and/or shock generated when a railroad vehicle derails during operation and rapidly drops the pressure in the brake pipe to rapidly apply emergency braking to the railroad vehicle. It is intended to provide a sensing device.

In order to achieve the above object, the derailment detection device according to the present invention is composed of a braking operation unit capable of exhausting compressed air flowing from a brake pipe when derailment is detected, and a vibration detection unit detecting derailment of a railway vehicle,

The braking operating unit includes a first pneumatic chamber having an air supply port through which compressed air supplied from a braking pipe is introduced, and a valve rod capable of moving forward and backward by the elastic force of a spring; a second pneumatic chamber having an exhaust port through which compressed air is discharged into the atmosphere, and a first opening/closing wall that is opened and closed so as to be in fluid communication with the first pneumatic chamber by a valve rod; A first piston equipped with a working rod extending in length across the second pneumatic chamber, a piston ring, a support rod, and a spring is disposed therein, and is divided into an upper pneumatic chamber and a lower pneumatic chamber by the piston ring of the first piston. a third pneumatic chamber; and a manifold having a first passage selectively communicating with the pneumatic chamber by a check valve, a second passage communicating near the upper side of the third pneumatic chamber, and a third passage communicating near the lower side of the third pneumatic chamber. consisting of;

The vibration sensor unit includes a fourth pneumatic chamber communicating with the third pneumatic chamber; A second piston equipped with an opening/closing rod, a piston ring having a hole in the bore, a guide rod extending outside the body of the vibration sensing unit, and a spring and partitioned into an upper pneumatic chamber and a lower pneumatic chamber by the piston ring, and the opening/closing rod A fifth pneumatic chamber having a second opening and closing wall that opens and closes in fluid communication with the fourth pneumatic chamber, and a discharge hole for discharging compressed air introduced into the lower pneumatic chamber into the atmosphere;

Here, the brake operating unit may include a cover that is rotatably disposed on the exhaust port and is opened by means of compressed air discharged to the outside through the exhaust port.

Optionally, in the present invention, chokes may be provided in each of the second passage and the third passage.

In particular, the braking operation unit may further include a bypass passage communicating the manifold and the first pneumatic chamber, and the bypass passage may include a choke.

According to the present invention, a through hole that can be opened and closed by a valve rod is formed in the first wall, and a through hole that can be opened and closed by the rod of the second piston is formed in the second wall.

In addition, the fourth pneumatic chamber may have a fourth passage communicating with the upper pneumatic chamber of the third pneumatic chamber.

In the present invention, the vibration sensor may include a mark disposed around the outer circumferential surface of the guide rod and exposed to the outside by the backward movement of the second piston.

In the present invention, the cover portion includes a body having a discharge hole drilled, a pair of hinge coupling rods extending at a predetermined distance from the body, and a base having a holding plate disposed between the pair of hinge coupling rods adjacent to the body. ; Rotating cover coupled to the base with a hinge pin; A fixed block having a hinge pin insertion hole formed through the longitudinal direction and a step formed around an outer circumferential surface, inserting the hinge pin into the hinge pin insertion hole and fixing the position inside the pivoting cover; and a first torsion spring installed on a shaft pin disposed across the pair of hinge coupling units and restricting rotation of the pivoting cover by tightening a step of the fixing block.

In addition, the cover unit may further include a stopper hinged adjacent to the inside of the pivoting cover and elastically supported in the opening direction of the pivoting cover.

Features and advantages of the present invention will become more apparent from the following detailed description taken in conjunction with the accompanying drawings.

Prior to this, the terms or words used in this specification and claims should not be interpreted in a conventional and dictionary sense, and the inventor may appropriately define the concept of the term in order to explain his or her invention in the best way. It should be interpreted as a meaning and concept consistent with the technical idea of the present invention based on the principle that there is.

According to the description of the present invention, the present invention detects vibration and/or shock generated when a railroad car derails and applies a braking force to the railroad car by rapidly dropping the pressure in the brake pipe, so that the engineer cannot detect the derailment of the rear vehicle It is possible to prevent large-scale accidents that occur when driving continuously, and to minimize damage to tracks and vehicles.

In particular, the present invention relates to a vibration sensing unit that operates via vibration and/or shock generated during derailment, and a braking operation that can discharge compressed air to the outside through a spring's elastic restoring force and a compression change in a movement path dependent thereon. It is composed of a part, and based on a simple mechanical structure and operating principle, it can provide a rapid and reliable change in the internal pressure of the brake pipe.

In the present invention, it is possible to easily check whether or not the pressure air charged in the derailment detection device is discharged through the exposure of the mark of the vibration detection unit and the opening of the cover unit.

In addition, the present invention is configured to test the emergency brake engagement of the derailment detection device by manually lowering the guide rod of the second piston installed in the vibration sensor, thereby preventing the occurrence of safety accidents due to non-operation when the vehicle derails. It can be prevented.

1 is a diagram schematically showing a railway vehicle equipped with a derailment detection device according to the present invention.
2 is a perspective view schematically showing a derailment detection device according to the present invention.
FIG. 3 is an exploded perspective view schematically showing a partially cut away structure of a cover unit employed in the derailment detection device shown in FIG. 2 .
FIG. 4 is a cross-sectional view schematically illustrating an internal configuration of the derailment detection device shown in FIG. 2 .
5 is an operation diagram illustrating step-by-step the process of opening and closing the cover unit employed in the derailment detection device according to the present invention.
6 is an operating state diagram of the derailment detection device according to the present invention when charging is operated.
7 is an operating state diagram of the derailment detection device according to the present invention when derailment is detected.
8 is an operating state diagram of the derailment detection device according to the present invention during emergency braking.

Objects, specific advantages and novel features of the present invention will become more apparent from the following detailed description and examples taken in conjunction with the accompanying drawings. In adding reference numerals to components of each drawing in this specification, it should be noted that the same components have the same numbers as much as possible, even if they are displayed on different drawings. In addition, in describing the present invention, if it is determined that a detailed description of related known technologies may unnecessarily obscure the subject matter of the present invention, the detailed description will be omitted. In this specification, terms such as first and second are used to distinguish one element from another element, and elements are not limited by the terms. In the accompanying drawings, some components are exaggerated, omitted, or schematically illustrated, and the size of each component does not entirely reflect the actual size.

The present invention is configured to sense an impact caused by a change in the position of an axle due to derailment of a railway vehicle and/or vibration/shock generated while driving on a sleeper due to a derailment of a wheel and apply emergency braking to the railway vehicle.

As described above, the present invention is not limited to the derailment of a railroad car, and can prevent an accident due to the continuous running of a railroad car even under any vibration occurrence that does not include a derailment, such as a collision with an obstacle.

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

1 schematically shows a railway vehicle equipped with a derailment detection device according to the present invention.

The railway vehicle (T) is designed to transmit a pressure signal through a brake pipe (BP) connected between each vehicle according to the operation of the control valve, that is, a certain pressure inside the brake pipe (BP) through an air compressor. is filled with compressed air. The engineer can drop the pressure by exhausting the compressed air in the brake pipe (BP) through the control valve. Brake shoes (not shown) may be brought into close contact with the wheel H through a link mechanism connected to the brake cylinder BC to perform braking.

This braking method (i.e., operation braking) does not quickly stop the railway vehicle in the case of derailment of the wheel (H) of the railway vehicle (T), when the driver continues to operate without recognizing the fact of the derailment. A chain derailment of the vehicle may lead to a rollover accident.

Therefore, the present invention is a derailment detection device (1) that communicates with the brake pipe (BP) and senses shock/vibration generated by wheel derailment and can quickly discharge compressed air into the atmosphere in order to induce a pressure drop in the brake pipe. ) is intended to provide

As shown, the derailment detecting device 1 according to the present invention may be disposed at the end of a branch pipe branched from a brake pipe BP, and when a vehicle derails, vertical vibration generated while the wheel travels on the sleeper ( or fluctuation), the pressure inside the brake pipe (BP) drops sharply to help the railway vehicle to be quickly braked in an emergency. As shown in FIG. 1, the derailment detection device 1 of the present invention can be installed at the end of the railroad car T, but is not limited thereto and can also be installed at the side of the railroad car.

In addition, in the present invention, an air purifier may be additionally installed between the braking pipe (BP) and the braking control unit (C). The derailment detection device 1 of the present invention can be recharged by receiving compressed air purified by an air purifier.

2 to 4, the derailment detection device according to the present invention includes a braking operation unit 10 that provides a movement path for compressed air supplied from a braking pipe (BP; see FIG. 1), and the braking operation unit (10) and a vibration sensing unit (20) disposed in fluid communication. The braking operation unit 10 is configured to supply compressed air to the vibration sensing unit 20 while allowing the inflow and outflow of compressed air selectively.

The derailment detection device 1 according to the present invention may be a module type in which the braking operation unit 10 and the vibration sensing unit 20 are detachable from each other by various fastening methods.

In addition, the present invention may include a cover part 30 that opens and closes the exhaust port 121 of the braking operation unit 10 . As shown, the cover unit 30 is rotatably disposed on one side of the braking operation unit 10 .

As shown, the brake operation unit 10 is provided with a first pneumatic chamber 110 having an air supply port 111, a second pneumatic chamber 120 having an exhaust port 121, and a first piston P1. A third pneumatic chamber 130 and a manifold 190 are provided.

As described above, the first pneumatic chamber 110 is connected to the branch pipe branched from the brake pipe (BP; see FIG. 1) to allow the inflow of compressed air, the air supply part 111, and the elastic force of the spring 184. It is provided with a valve rod 180 that is supported so that it can move in the vertical direction by the. The first pneumatic chamber 110 forms a first passage W1 communicating with the manifold 190, and the first passage W1 blows compressed air from the manifold 190 toward the first pneumatic chamber 110. It may be provided with a check valve (V1) capable of preventing the reverse flow of. Of course, the check valve may be a spring-type check valve as shown in FIG. 4, but is not limited thereto, and any check valve capable of preventing back flow may be used.

Moreover, the first pneumatic chamber 110 further includes a bypass passage WB communicating with the manifold 190, and the bypass passage WB has a narrower cross-sectional area than the first passage W1. .

The second pneumatic chamber 120 is provided with an exhaust port 121 allowing compressed air to flow out to the outside while selectively opening and closing in fluid communication with the first pneumatic chamber 110 by means of the first opening and closing wall 170 It can be. As shown, in the present invention, the first opening and closing wall 170 is disposed between the first pneumatic chamber 110 and the second pneumatic chamber 120, and a through hole 171 is disposed in the inner region thereof. The through hole 171 can be opened and closed by the valve rod 180, the first pneumatic chamber 110 and the second pneumatic chamber divided by the first opening and closing wall 170 by means of the valve rod 180 (120) is selectively brought into fluid communication. In addition, the valve rod 180 has a size and shape capable of closing the through hole 171 .

The third pneumatic chamber 130 installs a first piston P1 equipped with a spring P1-4 therein. Here, the first piston (P1) is provided with an operating rod (P1-1), a piston ring (P1-2), a support rod (P1-3), a spring (P1-4), the operating rod (P1-1) ) extends toward the through hole 171 of the first opening/closing wall 170 through the partition wall 160 in the piston ring P1-2 and across the second pneumatic chamber 120, as shown. As shown, the first piston (P1) is supported by the third pneumatic chamber so as to move in the vertical direction by the elastic force of the spring (P1-4). In addition, the first piston P1 may define its bottom dead center through the support rod P1-3.

In addition, the braking operating unit 10 is a manifold capable of guiding the compressed air of the first pneumatic chamber 110 to the third pneumatic chamber 130 and/or the fourth pneumatic chamber 240 of the vibration sensor 20. It has a manifold (190). The manifold 190 can intake compressed air into the inside through the first passage W1 and through the second passage W2 and the third passage W2 to the downstream equipment, for example, the third pneumatic chamber 130. It is a component that can be guided. The second passage W2 is formed between the manifold 190 and the upper vicinity of the third pneumatic chamber 130 as shown, while the third passage W3 is the manifold 190 as shown. It is formed between and near the lower side of the third pneumatic chamber 130. Preferably, the piston ring (P1-2) is disposed between the second passage (W2) and the third passage (W3). Thus, the third pneumatic chamber 130 forms a lower pneumatic chamber 130a at the lower part and an upper pneumatic chamber 130b at the upper part by the piston ring P1-2. In other words, the second passage W2 communicates with the upper pneumatic chamber 130b while the third passage W3 communicates with the lower pneumatic chamber 130a. A third passage is positioned between the support rod (P1-3) and the piston ring (P1-2).

Optionally, the second passage W2 and the third passage W3 are provided with chokes C2 and C3, respectively, and the flow rate of compressed air flowing into the second passage W2 and the third passage W3 ( or flow rate) can be controlled.

In addition, the present invention may further include a choke C4 in the bypass passage WB. For example, during service braking operated by an engineer, the choke C4 passes through the second passage W2 and the third passage W3, passes through the manifold 190, and is guided to the bypass passage WB. The forward movement of the first piston P1 may be prevented by slowly reducing the compressed air. The forward movement of the first piston may induce emergency braking of the railway vehicle, which will be described later.

As described above, the present invention exhausts compressed air toward the manifold in the lower pneumatic chamber 130a and the upper pneumatic chamber 130b during operation braking. (1) The exhaust speed of the compressed air can be reduced by the bypass passage WB and the choke C4 so as not to allow the forward movement of the first piston P1 due to insufficient pressure inside.

As shown, the chokes C2 and C3 may be disposed in the inlet of each passage adjacent to the manifold 190 and the choke C4 may be disposed in the bypass passage WB. Here, the choke means a part that reduces the cross-sectional area of each passage.

The present invention pressurizes or pressurizes the valve rod 180 by moving the first piston P1 forward (upward in the drawing) or backward (downward in the drawing) in the third pneumatic chamber 130 with compressed air as a medium Arrange the first piston (P1) and the valve rod 180 in a row so as to be released, more specifically, the operating rod (P1-1), the valve rod 180, and the through hole 171 are arranged on a coaxial line .

Optionally, in the present invention, the upper side of the braking operation unit 10 may be finished with the end plate 140 . The end plate 140 is a manifold 190 and the first pneumatic chamber together with the manifold 190 in fluid communication with the first passage W1, the second passage W2, and the third passage W3 described above. It may include a bypass passage (WB) to help the fluid communication of (110).

As shown, the end plate 140 may be coupled to the braking operation unit 10 in an airtight and detachable manner. This configuration will be able to perform additional functions by modularizing separate detachable components and providing them to the derailment detection device of the present invention instead of the end plate.

The vibration sensing unit 20 forcibly moves the second piston P2 backward (downward) by vibration and/or impact generated when the railway vehicle derails, and forcibly opens the fourth pneumatic chamber to act as a braking operation unit ( 10), a fourth pneumatic chamber 240 having a fourth passage W4 and a fifth pneumatic chamber 250 having a second piston P2 as a component for inducing decompression by discharging compressed air supplied from the air supply. ) is provided.

The fourth pneumatic chamber 240 receives compressed air from the braking operation unit 10 through the fourth passage W4 and supplies compressed air to the fifth pneumatic chamber 250 through the through hole 271. . As shown, the fourth passage W4 is branched from the second passage W2 formed in the braking operation unit 10 and may be extended to the fourth pneumatic chamber 240, but is not limited thereto, and the third pneumatic chamber ( 130), more preferably may be interposed between the upper pneumatic chamber 130b of the third pneumatic chamber 130 and the fourth pneumatic chamber 240. The auxiliary passage W5 branched from the fourth passage W4 crosses the braking operation unit 10 and extends upward to be closed by the end plate 140 .

As described above, the fifth pneumatic chamber 250 installs the second piston P2 equipped with the spring P2-4, and the second piston P2 includes the opening and closing rod P2-1 and the piston ring ( P2-2), a guide rod P2-3, and a spring P2-4. The opening and closing rod (P2-1) can selectively open and close the fourth pneumatic chamber 240 and the fifth pneumatic chamber 250 partitioned by the second opening and closing wall 270 in fluid communication. In other words, in the present invention, the second opening and closing wall 270 is disposed between the fourth pneumatic chamber 240 and the fifth pneumatic chamber 250, and the through hole 271 is disposed in the inner region thereof. The through hole 271 may be opened and closed by the opening and closing rod P2-1 of the second piston P2. As shown, the second piston P2 is supported by the fifth pneumatic chamber 250 so as to move forward and backward by the elastic force of the spring P2-4. Here, the opening and closing rod P2-1 has a size and shape capable of closing the through hole 271. The piston ring (P2-2) may form a bore (B) drilled in the thickness direction, and may have a choke inside the bore (B). The guide rod P2-3 passes through the body of the vibration sensor 20 and extends to the outside.

In addition, the fifth pneumatic chamber 250 forms a discharge hole 221 adjacent to the lower side for discharging compressed air to the atmosphere therein.

In the present invention, the vibration sensor 20 causes the piston ring P2 - 2 to be disposed between the through hole 271 and the discharge hole 221 . Thus, the fifth pneumatic chamber 250 forms a lower pneumatic chamber 250a at the bottom and an upper pneumatic chamber 250b at the top by the piston ring P2-2. In other words, the through hole 271 communicates with the upper pneumatic chamber 250b and the discharge hole 221 communicates with the lower pneumatic chamber 250a.

The present invention may include a marker M1 capable of checking the backward (or downward) movement state of the second piston P2 when derailment is detected.

In addition, in the present invention, the marking part (M1) is disposed around the outer circumferential surface of the guide rod (P2-3), and when vibration caused by derailment is sensed, it is exposed to the outside when the second piston (P2) moves backward (or downward), so that the operator The operation of the derailment detection device 1 can be confirmed. A worker may manually return the tubular marker M1 to its original position and insert the marker M1 into the body of the vibration sensing unit 20 .

As described above, the present invention rotatably disposes the cover part 30, which can check the exhaust state of the compressed air through the exhaust port 121, on the exhaust port of the braking operation unit 10.

The cover part 30 covers the exhaust port 121 during normal operation of the railroad car, and has a structure that can be forcibly opened while discharging compressed air in the brake pipe to the outside through a derailment detection device. The cover part 30 can remain open even after the compressed air is discharged into the air, so that workers can confirm the operation of the derailment detection device 1 . Furthermore, since the exhaust port 121 can be closed by the cover part 30 in the present invention, the inflow of foreign substances into the derailment detection device 1 can be blocked to prevent non-operation or malfunction.

Specifically, the cover part 30 has a base 310 fixed in position on one side of the braking operation part 10 on which the exhaust vent is disposed, and a pivoting hinge pin 340 rotatably coupled to the base 310 Cover 320, a fixing block 330 having a hinge pin insertion hole 331 and fixed to the inside of the pivoting cover 320, and a first fixed block 330 installed on the base 310 and tightening the outer circumferential surface of the fixing block 330. A torsion spring 350 is provided.

As described above, the base 310 is installed on one side of the braking operation unit and provides a coupling space capable of accommodating components necessary for opening and closing the pivoting cover. The base 310 may be formed in a 'V' shape as shown, the body 311 having a discharge hole 311a drilled in the inner region, and the lower part spaced apart from the body 311 at a predetermined interval. It is provided with a pair of hinge coupling units 312 extending in length, and a holding plate 313 disposed between the pair of hinge coupling units adjacent to the body. As a selectable option, the base 310 may place the marking unit M2 on one surface facing the inside of the pivoting cover 320 .

Preferably, the present invention arranges the discharge hole 311a of the base 310 to communicate with the exhaust port 121 of the braking operation unit 10 to help discharge of the compressed air.

In addition, the base 310 disposes a first torsion spring 350 between a pair of hinge coupling units 312 . As shown, the first torsion spring 350 includes a winding part and one arm and the other arm extending from the winding part to both sides.

The first torsion spring 350 may be coupled to the base by inserting a winding part into the shaft pin 314 disposed across the pair of coupling units 312 . Chukpin 314 is installed adjacent to the fixed end of the pair of hinge coupling table (312).

The pivoting cover 320 is rotatably coupled with a hinge pin 340 disposed near the free end of the pair of hinge coupling units 312, and may be formed in a size and shape capable of opening and closing the exhaust port.

As shown, the fixing block 330 penetrates a hollow hinge pin insertion hole 331 along its longitudinal direction. Accordingly, the fixing block 330 may insert the hinge pin 340 into the hinge pin insertion hole 331 and fasten and fix the inner lower end of the pivoting cover 320 by a bolting method or the like. In addition, the fixed block forms a step 332 around its outer circumferential surface. By using the step 332 as a means, a part of the outer circumferential surface is formed with a reduced step, thereby providing a stopper due to the cross-sectional step.

Preferably, the step 332 may be formed in a rectangular cross-sectional shape. The first torsion spring 350 may restrain the free rotation of the pivoting cover 320 by tightening the step 332 of the fixing block 330 with one arm and the other arm thereof.

In addition, the present invention may be configured to prevent unintentional closing of the cover part 30 after opening the cover part. To this end, the cover unit 30 may include a stopper 360 that is hinged adjacent to an inner lower end of the pivoting cover 320 and elastically supported in an opening direction of the pivoting cover 320 . In the present invention, one end of the torsion spring fitted to the hinge shaft is fixed to the inside of the rotating cover and the other end of the torsion spring is fixed to the stopper, and the stopper 360 coupled to the rotating cover by the elastic restoring force of the torsion spring Can be rotatably coupled. The stopper may be provided in any form that can be installed to enable angular movement elastically.

Additionally, the free end of the stopper 360 may be bent toward the braking operation unit 10 .

As described above, the cover part of the derailment detection device according to the present invention is opened while discharging compressed air to the exhaust port, and is configured to close the exhaust port by manipulation according to the operator's intention to close. Please explain by reference.

5(a) illustrates the closed state of the cover part during normal operation of the railway vehicle, that is, under the state in which the derailment detection device is filled with compressed air, and the opposite surface providing the step 332 of the fixed block 330. The opening rotation of the pivoting cover 320 may be prevented by elastically pressing the first torsion spring 350 with one arm and the other arm.

5(b) illustrates the open state of the rotational cover, and the rotational cover 320 is opened while discharging compressed air filled in the derailment detection device to the outside due to vibration and/or shock generated when the railway vehicle derails. can be forced open. At this time, the compressed air passes through the pneumatic chamber 110, the through hole 171, the second pneumatic chamber 120, the exhaust port 121, and the discharge hole 311a along the fluid movement path of FIG. 8 and is discharged into the atmosphere. However, it has a pressure strength capable of overcoming the elastic repulsive force of the first torsion spring.

When the pivoting cover 320 is opened, one side of the base 310 is exposed to the outside, and the marking unit M2 (see FIG. 2) can be confirmed. At the same time, the stopper 360 is deployed in an outward direction while an expansion turning force is applied by the torsion spring.

Furthermore, according to the present invention, both arms of the first torsion spring 350 may tighten the step 332 of the fixing block 330 to maintain the open state of the pivoting cover.

Fig. 5(c) is a view of restraining the closing rotation of the pivoting cover by means of a stopper.

The present invention maintains the open state of the pivoting cover by preventing unintentional closing of the pivoting cover. In the case of hinge-rotating the rotational cover toward the base, the present invention restricts the rotation angle range of the rotational cover by the stopper 360 in the deployed state so that the rotational cover 320 cannot cover the base 310. That is, the free end of the stopper 360 comes into contact with the holding plate 313 of the base 360 to limit the closing rotation of the pivoting cover.

As shown in (d) of FIG. 5 , in order to close the discharge hole 311a of the base 310 with the pivoting cover 320, the operator must perform a separate closing operation on the pivoting cover. Specifically, the closing operation means to close the exhaust port by manually returning the rotating cover of the cover unit to its original position by the operator, which is rotated between the pair of coupling bands 312 of the base by elastically pressing the stopper 360 Next, the rotation cover 320 is manually rotated toward the closing direction. When the pivoting cover is placed in close contact with the base, the cover unit can restrain unnecessary rotation of the pivoting cover by tightening the step 332 of the fixing block 330 with the elastic supporting force of the first torsion spring 350 .

6 is an illustration so that the moving path of compressed air inside the derailment detection device according to the present invention can be checked during the operation of the filling machine. The dotted-dashed arrows shown in the drawings below indicate the flow direction of the compressed air.

Compressed air in the braking pipe (BP; see FIG. 1) is introduced into the first pneumatic chamber 110 through the supply port 111. The compressed air supplied to the first pneumatic chamber 110 is introduced into the manifold 190 by forcibly opening the check valve V1, and then flows into the third pneumatic chamber along the open second passage W2. (130), in particular, flows into the upper pneumatic chamber (130b). Of course, the compressed air in the manifold 190 flows into the lower pneumatic chamber 130a of the third pneumatic chamber 130 along the third passage W3 in an open state. The first piston (P1) moves backward by the elastic restoring force of the springs (P1-4), while the valve rod 180 is also moved backward by the elastic restoring force of the spring (184) to penetrate the first opening/closing wall (170). The hole 171 is closed to block fluid communication between the first pneumatic chamber 110 and the second pneumatic chamber 120.

The lower pneumatic chamber 130a together with the upper pneumatic chamber 130b is filled with compressed air. The pressure of the compressed air individually guided to the second passage and the third passage is controlled through chokes C2 and C3. The upper pneumatic chamber 130b may be filled first. This can prevent the forward movement of the first piston (P1) (required during emergency braking) by compressed air flowing into the upper and lower pneumatic chambers.

Furthermore, the compressed air flowing along the second passage (W2) is branched from the second passage (W2) or the fourth pneumatic pressure is passed through the fourth passage (W4) communicating with the upper pneumatic chamber of the third pneumatic chamber (130). Inflow into the chamber 240, the second piston (P2) is moved forward by the action of the spring (P2-4) to close the through hole 271 of the second opening and closing wall 270 with the opening and closing rod (P2-1) will do As a result, compressed air may be supplied to the fourth pneumatic chamber 240 .

7 is an illustration so that the moving path of compressed air inside the derailment detection device according to the present invention can be checked when derailment is detected. For reference, the derailment detection process shown in FIG. 7 may be implemented by a worker forcibly moving the guide rod P2-3 of the second piston in the backward direction to check the inoperative state of the derailment detection device of the present invention. there is.

When a railway vehicle derails, the second piston P2 provided in the vibration sensing unit 20 also vibrates up and down due to vertical vibration generated when a wheel collides with a sleeper supporting a rail. When the second piston P2 moves backward (downward), the opening/closing rod P2-1 is separated from the through hole 271 so that the through hole 271 is switched to an open state.

The compressed air filled in the fourth pneumatic chamber 240 along the open through-hole 271 flows into the fifth pneumatic chamber 250, and the air pressure drops rapidly. The compressed air introduced into the fifth pneumatic chamber 250 overcomes the load of the spring P2-4 and moves the second piston P2 backward to move the guide rod P2-3 to the outside of the vibration sensor 20. to protrude into At this time, by exposing the tubular marking portion M1 disposed around the outer circumferential surface of the guide rod P2-3 to the outside, it is possible to identify the driving by the derailment vibration of the derailment detection device according to the present invention with the naked eye. A hooking protrusion (no reference numeral) elastically presses the mark unit M1 through an elastic member (eg, a spring) so that the derailment detection mark unit M1 exposed to the outside may be fixed in position.

8 is an illustration so that the movement path of compressed air inside the derailment detection device according to the present invention can be confirmed during emergency braking.

The compressed air charged in the upper pneumatic chamber 130b of the third pneumatic chamber 130 is introduced into the fourth pneumatic chamber 240 along the fourth passage W4 and passed through the open through hole 271 to the fifth pneumatic chamber. It is guided to the upper pneumatic chamber 250b of the pneumatic chamber 250. At this time, due to the pressure difference between the upper pneumatic chamber 130b and the lower pneumatic chamber 130a in the third pneumatic chamber 130, the first piston P1 moves forward (or upward) while moving the operating rod P1-1. Through this, the valve rod 180 is pressed upward. As a result, the through hole 171 of the first opening and closing wall 170 is opened, and the compressed air in the brake pipe flows through the first pneumatic chamber 110, the through hole 171, the second pneumatic chamber 120, and the exhaust port. It passes through (121) and is discharged into the atmosphere. The compressed air forcibly pushes the pivoting cover 320 of the cover disposed on the exhaust port 121 so that the discharge state of the compressed air in the brake pipe can be visually confirmed. The present invention can easily check the discharge of compressed air from the outside through the open cover part 30, and can more easily identify it with the naked eye through the mark part M2 in the cover part.

In other words, in the present invention, compressed air of a certain pressure inside the brake pipe is exhausted through the brake operation unit 10 of the derailment detection device to provide a pressure change inside the brake pipe. As is already well known to those skilled in the art, the braking control unit detecting a rapid depressurization inside the brake tube can quickly stop the railway vehicle by engaging the brakes on the wheels.

After emergency braking is engaged, the derailment detection device according to the present invention passes compressed air into the upper pneumatic chamber 250b of the fifth pneumatic chamber 250 through a bore (B; see FIG. 4) and the lower pneumatic chamber 250a. It is discharged into the atmosphere through the discharge hole 221. The vibration sensor 20 moves the second piston P2 forward by the elastic restoring force of the spring P2-4 to close the through hole 271 with the opening and closing rod P2-1.

In addition, the present invention introduces compressed air into the upper pneumatic chamber 130b along the third passage W3, the manifold 190, and the second passage W2 in the lower pneumatic chamber 130a, thereby connecting the lower pneumatic chamber and the upper pneumatic chamber. It is possible to equalize the internal pressure of the pneumatic chamber. At the same time, the compressed air introduced through the brake pipe passes through the first pneumatic chamber 110 and passes through the manifold 190 along the second passage W2 and the third passage W3, as shown in FIG. 3 flows into the upper pneumatic chamber 130b and the lower pneumatic chamber 130a of the pneumatic chamber 130.

When compressed air of a certain pressure is charged to the upper pneumatic chamber 130b and the lower pneumatic chamber 130a, the first piston P1 is moved backward by the elastic restoring force of the spring P1-4 to operate the rod P1-1. By releasing the pressure state of the valve rod 180 by ), the valve rod 180 may close the through hole 171 of the first opening/closing wall 170. As a result, the derailment detection device of the present invention can be restored to the charging state shown in FIG. 6 .

Although the present invention has been described in detail through examples, this is for explaining the present invention in detail, and the derailment detection device according to the present invention is not limited thereto, and within the technical spirit of the present invention, conventional knowledge in the field It will be said that it is clear that the modification or improvement is possible by those who have it.

All simple modifications or changes of the present invention fall within the scope of the present invention, and the specific protection scope of the present invention will be clarified by the appended claims.

1 ----- Derailment detection device,
10 ----- braking operation unit;
20 ----- Vibration sensor;
30 ----- cover part;
110, 120, 130, 240, 250 -----Pneumatic chamber,
111 ----- air supply,
121 ----- Exhaust vent,
221 ----- discharge hole;
W1, W2, W3, W4, WB ----- passage,
P1, P2 ----- Pistons.

Claims (8)

A derailment detection device having a braking operation unit capable of exhausting compressed air flowing from a brake pipe (BP) when derailment is detected, and a vibration detection unit that detects derailment of a railway vehicle,
The braking operation unit 10,
A first pneumatic chamber (110) having a supply port (111) through which compressed air supplied from the brake pipe (BP) is introduced, and a valve rod (180) capable of moving forward and backward by the elastic force of a spring (184). and;
A second pneumatic chamber having an exhaust port 121 for discharging compressed air into the atmosphere and a first opening/closing wall 170 that is opened and closed so as to be in fluid communication with the first pneumatic chamber 110 by the valve rod 180 (120);
The second pneumatic chamber 120 has a length-extended operating rod (P1-1), a piston ring (P1-2), a support rod (P1-3), and a first having a spring (P1-4). A third pneumatic chamber 130 in which a piston P1 is placed inside and divided into an upper pneumatic chamber 130b and a lower pneumatic chamber 130a by a piston ring P1-2 of the first piston P1 ; and
A first passage W1 selectively communicating with the pneumatic chamber 110 by a check valve V1, a second passage W2 communicating near the upper side of the third pneumatic chamber 130, and 3 manifolds 190 having a third passage W3 communicating with the lower side of the pneumatic chamber 130;
The vibration sensor 20,
a fourth pneumatic chamber 240 communicating with the third pneumatic chamber 130;
An opening/closing rod (P2-1), a piston ring (P2-2) having a bore (B) perforated, a guide rod (P2-3) extending outside the body of the vibration sensing unit, and a spring (P2-4) A second piston (P2) partitioned into an upper pneumatic chamber (250b) and a lower pneumatic chamber (250a) by the piston ring (P2-2), and the fourth pneumatic chamber by the opening and closing rod (P2-1) A fifth pneumatic chamber 250 having a second opening/closing wall 270 that opens and closes in fluid communication with the 240, and a discharge hole 221 for discharging compressed air introduced into the lower pneumatic chamber 250a into the atmosphere. );
Here, the braking operation unit 10 is rotatably coupled to the exhaust port 121 and is opened by means of compressed air discharged to the outside through the exhaust port. Characterized in that it has a cover portion 30 derailment detection device.
The method of claim 1,
The derailment detection device, characterized in that the second passage (W2) and the third passage (W3) each include chokes (C2, C3).
The method of claim 1,
The braking operation unit 10 further includes a bypass passage WB communicating the manifold 190 and the first pneumatic chamber 110,
The derailment detection device, characterized in that the bypass passage (WB) is provided with a choke (C4).
The method of claim 1,
The first opening and closing wall 170 forms a through hole 171 that can be opened and closed by the valve rod 180,
The derailment detection device, characterized in that the second opening and closing wall (270) forms a through hole (271) that can be opened and closed by the opening and closing rod (P2-1) of the second piston (P2).
The method of claim 1,
The deviation detection device, characterized in that the fourth pneumatic chamber (240) has a fourth passage (W4) communicating with the upper pneumatic chamber (130b) of the third pneumatic chamber (130).
The method of claim 1,
The vibration detection unit (20) is disposed around the outer circumferential surface of the guide rod (P2-3) and includes a mark (M1) exposed to the outside by the backward movement of the second piston.
The method of claim 1,
The cover part 30,
Between the body 311 through which the discharge hole 311a is drilled, a pair of hinge coupling units 312 extending at a predetermined distance from the body 311, and the pair of hinge coupling units adjacent to the body a base 310 having a holding plate 313 disposed thereon;
a pivoting cover 320 coupled to the base 310 by a hinge pin 340;
It has a hinge pin insertion hole 331 penetrating in the longitudinal direction and a step 332 formed around the outer circumferential surface, and inserts the hinge pin into the hinge pin insertion hole 331 and fixes the position inside the pivoting cover 320 fixed block 330; and
A first torsion spring 350 installed on the shaft pin 314 disposed across the pair of hinge coupling units 312 and restraining the rotation of the rotating cover by tightening the step of the fixing block; Characterized in that derailment detection device.
The method of claim 7,
The derailment detection device according to claim 1, wherein the cover unit further includes a stopper (360) hinged adjacently to an inner side of the rotational cover and elastically supported in an opening direction of the rotational cover.

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