KR20190082657A - Apparatus for detecting derailment of train and train having the same - Google Patents

Abstract

The present invention discloses a train derailment sensor and a train having the same. According to one embodiment of the present invention, the disclosed train derailment sensor includes: an operation unit including a connection rod provided to be applied with impact by a position change of an axle of a train when the train derails and an operation rod connected with the connection rod and provided to be moved to an upper portion or a lower portion in accordance with a direction of the impact; a valve unit to which the operation rod is inserted thereinto to be fixed and which guides the operation rod to be moved to the upper portion or the lower portion by the impact; and a pipe connection part in which one end portion communicates with a brake pipe of the train, in which the other end portion is inserted into the valve unit to be connected with the operation unit, and which is damaged by upper or lower movement of the operation unit so that pressure air in the brake pipe is discharged.

Description

TECHNICAL FIELD [0001] The present invention relates to a train derailment detecting apparatus and a train including the train derailment detecting apparatus.

Embodiments of the invention relate to train derailment detection techniques.

Generally, a train is designed so that a plurality of railway cars are connected in series and run along the rails. Because trains are loaded with many passengers or cargo, they will be seriously damaged when they derail. Therefore, there is a need for a method of automatically braking a train by detecting the derailment of the train.

Korean Unexamined Patent Application Publication No. 10-2007-0063646 (Jun. 20, 2007)

The disclosed embodiment provides a train derailment sensing apparatus capable of automatically detecting a train derailment and automatically braking a train, and a train including the train derailment sensing apparatus.

A train derailment sensing apparatus according to an embodiment of the present invention includes a connection rod provided to receive a shock due to a positional change of the axle of the train when derailment of a train and a connection rod connected to the connection rod, An operating unit including an operating rod arranged to be moved; A valve unit for guiding the operating rod to move upward or downward by the impact; And the other end is inserted into the valve unit to be connected to the operation rod and is broken by the upper or lower movement of the operation rod so that the pressure air in the branch pipe flows out And a pipe connection portion which is provided as far as possible.

The connecting rod includes: a first connecting rod connected in a straight line with the operating rod; A second connecting rod connected to the first connecting rod and adapted to receive an impact in an upper direction of the axle; And a third connecting rod connected to the second connecting rod and adapted to receive a shock in the lower direction of the axle.

Wherein the second connecting rod is provided so as to be perpendicular to the first connecting rod and parallel to a rail on which the train is run and is provided so as to be spaced apart from the axle at an upper portion of the axle, And may be provided at a lower portion of the second connecting rod so as to be spaced apart from the axle and to surround the axle.

The first connecting rod is provided with a lower end of the first connecting rod fixed to the second connecting rod, an upper end of the first connecting rod is inserted into the inside of the operating rod and is first engaged with the operating rod The train derailment sensing apparatus may further include a coupling member for secondary coupling the lower end of the operation rod and the first connection rod.

Wherein the engaging member includes: a first engaging member screwed to the outer circumferential surface of the first connecting rod; And a second engaging member whose upper inner side is screwed to the outer peripheral surface of the operating rod and whose lower inner side is screwed to the outer peripheral surface of the first engaging member.

The train derailment sensing apparatus may further include: a height adjustment guide hole provided along the longitudinal direction of the first connection rod in the first connection rod; A coupling hole provided on each of the operation rod and the coupling member so as to correspond to a part of the height adjustment guide hole; And a fixing member coupled to the height adjustment guide hole through a coupling hole of the coupling member and a coupling hole of the operation rod to fix the coupling between the first connection rod and the operation rod, The distance between the second connecting rod and the third connecting rod and the axle can be adjusted by adjusting the length of the operating rod inserted into the operating rod.

Wherein the valve unit comprises: a valve body including a storage tube in which the operation rod is inserted and stored; A mounting portion provided at one side of the valve body and having a pipe connection portion mounted therein and a passage through which the pipe connection portion is inserted; A first elastic member for fixing the upper end of the actuating rod inside the valve body and allowing the actuating rod to move downward while being deformed when the actuating rod is moved downward; And a second elastic member for fixing the lower end of the actuating rod inside the valve body and allowing the actuating rod to move upward while being deformed when the actuating rod is moved upward.

The train derailment sensing apparatus may further include a first latching part protruding from an outer circumferential surface of an upper end of the operation rod and adapted to latch and fix an upper surface of the first elastic member; A first seat formed on an upper inner side of the valve body and adapted to seat the lower surface of the first elastic member; A second engaging portion formed at an inner lower end of the valve body and adapted to engage and fix an upper surface of the second elastic member; And a second seat portion protruding from an outer circumferential surface of a lower end portion of the operation rod and adapted to seat the lower surface of the second elastic member.

The train derailment sensing apparatus may further include a guide groove provided along the inner wall of the storage tube in the longitudinal direction of the valve unit; A storage groove provided on an outer circumferential surface of the operation rod; And the other surface is housed in the receiving groove and the other surface is protruded from the outer circumferential surface of the operating rod and the protruded surface is accommodated in the guide groove and moves along the guide groove when the operating rod is moved upward or downward And a connecting guide portion.

Wherein the pipe connection portion includes: a mounting portion mounted and fixed to one side of the valve unit; A first pipe body protruding from the mounting portion toward the valve unit and having a passage communicating with an end of the branch pipe; And a second pipe body extending from an end of the first pipe body in a longitudinal direction of the first pipe body and inserted into an insertion hole formed in the operation rod.

Wherein the first pipe body has a first outer diameter and the second pipe body has a second outer diameter that is smaller than the first outer diameter and greater than the diameter of the passageway and the passageway extends to the second pipe body side, The boundary between the first pipe body and the second pipe body may be damaged by an impact when the rod is moved upward or downward.

According to the disclosed embodiment, it is possible to detect a train derailment and automatically braking the train when it is derailed, thereby minimizing damage to trains and casualties caused by derailment of the train.

1 is a schematic view of a train derailment detection system according to an embodiment of the present invention;
2 is a cross-sectional view illustrating a derailment sensing apparatus according to an embodiment of the present invention.
Fig. 3 is an enlarged cross-sectional view of the valve unit portion in Fig. 2
Fig. 4 is an exploded perspective view showing the valve unit portion in Fig.
5 is a view showing a pipe connecting portion according to an embodiment of the present invention;
6 is a plan view of the valve unit before the pipe connection portion is engaged in the embodiment of the present invention.
7 is a view showing a state in which a pipe connecting portion and a valve unit are combined in an embodiment of the present invention
FIG. 8 is an exploded perspective view illustrating a state in which an operation rod and a first connection rod are engaged in a deviation detection apparatus according to an embodiment of the present invention. FIG.

Hereinafter, specific embodiments of the present invention will be described with reference to the drawings. The following detailed description is provided to provide a comprehensive understanding of the methods, apparatus, and / or systems described herein. However, this is merely an example and the present invention is not limited thereto.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the following description, well-known functions or constructions are not described in detail since they would obscure the invention in unnecessary detail. The following terms are defined in consideration of the functions of the present invention, and may be changed according to the intention or custom of the user, the operator, and the like. Therefore, the definition should be based on the contents throughout this specification. The terms used in the detailed description are intended only to describe embodiments of the invention and should in no way be limiting. Unless specifically stated otherwise, the singular form of a term includes plural forms of meaning. In this description, the expressions "comprising" or "comprising" are intended to indicate certain features, numbers, steps, operations, elements, parts or combinations thereof, Should not be construed to preclude the presence or possibility of other features, numbers, steps, operations, elements, portions or combinations thereof.

In the following description, terms such as " transmission ", "transmission "," transmission ", "reception ", and the like, of a signal or information refer not only to the direct transmission of signals or information from one component to another But also through other components. In particular, "transmitting" or "transmitting" a signal or information to an element is indicative of the final destination of the signal or information and not a direct destination. This is the same for "reception" of a signal or information. Also, in this specification, the fact that two or more pieces of data or information are "related" means that when one piece of data (or information) is acquired, at least a part of the other data (or information) can be obtained based thereon.

On the other hand, directional terms such as the top, bottom, one side, the other, and the like are used in connection with the orientation of the disclosed figures. Since the elements of the embodiments of the present invention can be positioned in various orientations, directional terms are used for illustrative purposes and not limitation.

Also, the terms first, second, etc. may be used to describe various components, but the components should not be limited by the terms. The terms may be used for the purpose of distinguishing one component from another. For example, without departing from the scope of the present invention, the first component may be referred to as a second component, and similarly, the second component may also be referred to as a first component.

1 is a schematic view of a train derailment detection system according to an embodiment of the present invention.

Referring to FIG. 1, a train derailment detection system 100 may include a derailment sensing device 102, a brake pipe 104, and a braking control valve device 106.

The derailment sensing apparatus 102 may be provided to detect whether or not the train is derailed. The derailment detecting device 102 may be provided to be spaced apart from each axle 50 of the train and surrounding each axle 50. One end of the brake pipe 104 may be connected to the derailment sensing apparatus 102.

The derailment detecting device 102 is spaced apart from the axle 50 and surrounded by the axle 50 so that the axle 50 can be moved by the positional change of the axle 50 (for example, The deviation detection device 102 is impacted. In this way, the derailment sensing apparatus 102 may be provided such that a portion connected to the brake pipe 104 is cut when an impact is generated by the axle 50 due to derailment of a train.

That is, when the train is derailed, the derailment sensing apparatus 102 may be provided such that the portion connected to the brake pipe 104 is cut off so that the pressure air in the brake pipe 104 is discharged to the outside.

The brake pipe 104 may be provided by connecting the deviation detection device 102 and the braking control valve device 106. In an exemplary embodiment, the brake pipe 104 may be provided via each train connected in series. The brake pipe 104 may be branched to be connected to the derailment sensing device 102 provided around the axle 50 of each train while passing through the respective trains connected in series. The brake pipe 104 may be filled with pressurized air. In an exemplary embodiment, pressure air generated in a locomotive of a train may be filled into the brake pipe 104. [

The brake control valve device 106 may be provided to brake the train in accordance with the depressurization of the air pressure of the brake pipe 104. The braking control valve device 106 detects that the air in the branch pipe 105 escapes through the cut portion when the branch pipe 105 connected to the derailment detecting device 102 is cut by the derailment of the train That is, it senses that the air pressure is reduced), so that the train can be braked. The branch pipe 105 is a pipe branched from the brake pipe 104, and can be filled with pressurized air.

On the other hand, the branch pipe 105 may be provided with one or more on / off valves 108. The opening / closing valve 108 may be provided to open / close the passage of the branch pipe 105. The automatic braking function by the train derailment detection can be turned on or off by the opening / closing valve 108.

That is, when the opening / closing valve 108 opens the passage of the branch pipe 105, the automatic braking function by the train derailment detection is turned on. When the opening / closing valve 108 closes the passage of the branch pipe 105, the automatic braking function by the train derailment detection is turned off.

According to the disclosed embodiment, it is possible to detect a train derailment and automatically braking the train when it is derailed, thereby minimizing damage to trains and casualties caused by derailment of the train.

FIG. 2 is a cross-sectional view illustrating a derailment sensing apparatus according to an embodiment of the present invention. FIG. 3 is an enlarged cross-sectional view of the valve unit in FIG. 2, and FIG. 4 is a cutaway perspective view of the valve unit in FIG.

2 to 4, the derailment sensing apparatus 102 may include a pipe connection portion 111, a valve unit 113, and an operation unit 115.

The pipe connecting part 111 may connect one end of the branch pipe 105 to the derailment detecting device 102. In an exemplary embodiment, the pipe connection portion 111 may be formed at one end of the branch pipe 105. The inside of the pipe connecting portion 111 may be provided so as to communicate with the passage of the branch pipe 105. The pipe connecting portion 111 can be inserted and fixed in the insertion hole formed in the valve unit 113 and the operation unit 115. [

5 is a view showing a pipe connection part 111 according to an embodiment of the present invention. Referring to FIG. 5, the pipe connecting portion 111 may include a mounting portion 111a, a first pipe body 111b, and a second pipe body 111c.

One surface of the mounting portion 111a may be mounted on the outer surface of the valve unit 113. [ The mounting portion 111a may be engaged with the valve unit 113 through a coupling member such as a bolt or the like. The mounting portion 111a may be provided in a plate shape, but the shape is not limited thereto.

The first pipe body 111b may protrude from the other surface of the mounting portion 111a. In the first pipe body 111b, a passage 111d communicating with one end of the branch pipe 105 may be provided. The first pipe body 111b may be provided with a first outer diameter.

The second pipe body 111c may extend in the longitudinal direction of the first pipe body 111b at an end of the first pipe body 111b. The second pipe body 111c may have a second outer diameter that is smaller than the first outer diameter. The second outer diameter may be larger than the diameter of the passage 111d. And the passage 111d may extend toward the second pipe body 111c side.

The second pipe body 111c is provided at a smaller diameter than the first pipe body 111b and the passage 111d extends toward the second pipe body 111c so that the first pipe body 111b and the second pipe body 111c The difference between the outer diameter of the second pipe body 111c and the diameter of the passage 111d at the boundary portion of the pipe body 111c is reduced and the pipe becomes vulnerable to the vertical impact.

That is, the diameter of the second pipe body 111c is smaller than the diameter of the first pipe body 111b at the boundary portion A between the first pipe body 111b and the second pipe body 111c, Is extended toward the second pipe body 111c so that the thickness of the inner wall of the second pipe body 111c is smaller than the thickness of the inner wall of the first pipe body 111b and becomes vulnerable to the vertical impact.

Here, the boundary portion A between the first pipe body 111b and the second pipe body 111c is a portion which is damaged when derailment of the train, and the pressure air of the branch pipe 105 flows through the broken portion to the outside .

Referring again to Figures 2 to 4, the valve unit 113 may be provided to receive a portion of the operation unit 115. The valve unit 113 may be provided such that a part of the operation unit 115 moves up and down. The valve unit 113 may include a valve body 121, a mounting portion 123, a first elastic member 125, and a second elastic member 127.

The valve body 121 can be formed into an appearance of the valve unit 113. The valve body 121 may have a cylindrical shape. A storage tube 121a into which the operation rod 131 of the operation unit 115 is inserted can be formed inside the valve body 121. [

The storage tube 121a may be provided with a diameter smaller than the inner diameter of the valve body 121. [ The storage tube 121a may be provided along the longitudinal direction of the valve body 121. [ The storage tube 121a may be provided in the shape of an empty pipe. A connecting portion 121b for connecting the outer wall of the accommodating pipe 121a and the inner wall of the valve body 121 may be provided between the outer wall of the accommodating pipe 121a and the inner wall of the valve body 121. [

In addition, the accommodating tube 121a may be provided with a guide groove 121a-1 along the inner wall of the accommodating tube 121a. A receiving groove 131a for receiving the connection guide portion 141 may be formed on the outer circumferential surface of the operation rod 131. [ One surface of the connection guide portion 141 is accommodated in the accommodation groove 131a and the other surface of the connection guide portion 141 can protrude from the outer circumferential surface of the operation rod 131. [ The protruded other surface of the connection guide portion 141 can be received in the guide groove 121a-1.

The connection guide portion 141 may be provided to be movable up and down along the guide groove 121a-1. That is, when the operating rod 131 is moved to the upper or lower position due to the derailment of the train, the connection guide portion 133 and the guide groove 121a-1 move in the axial direction of the guide groove 121a-1 Movement.

The mounting portion 123 may be provided on one side of the valve body 121. The mounting portion 123 may include a passage through which the pipe connecting portion 111 is inserted. That is, the mounting portion 123 may include a passage through which the first pipe body 111b and the second pipe body 111c are inserted.

FIG. 6 is a plan view of the valve unit 113 before the pipe connection unit 111 is coupled in an embodiment of the present invention. FIG. 7 is a plan view of the valve unit 113 and the pipe connection unit 111 in the embodiment of the present invention. And Fig. 7 shows a state in which the upper end of the operation rod 131 is removed to show the second pipe body 111c in the operation rod 131. In FIG.

6 and 7, the mounting portion 111a of the pipe connecting portion 111 may be closely contacted with the mounting portion 123. As shown in FIG. At this time, the first pipe body 111b and the second pipe body 111c of the pipe connecting portion 111 are inserted into the mounting portion 123. [

The second pipe body 111c is inserted into the insertion hole 131b formed in the operation rod 131. [ At this time, the boundary portion A between the first pipe body 111b and the second pipe body 111c is positioned in front of the entrance of the insertion hole 131b. Here, when the operation rod 131 moves upward or downward according to the derailment of the train, the boundary portion A between the first pipe body 111b and the second pipe body 111c is cut by the impact do.

That is, the operation rod 131 is vertically positioned in the valve unit 113, and the pipe connection unit 111 is horizontally positioned in the valve unit 113. The second pipe body 111c inserted into the insertion hole 131b during the vertical movement of the operation rod 131 is operated in the vertical direction (vertical direction) And moves together with the rod 131. At this time, since the pipe connecting portion 111 is fixed to the mounting portion 123 of the valve unit 113, the boundary portion A between the first pipe body 111b and the second pipe body 111c is cut by the impact do.

Referring again to FIGS. 2 to 4, the first elastic member 125 may be provided on the outer surface of the operation rod 131 in the valve body 121. The first elastic member 125 may have a through hole through which the actuating rod 131 is inserted in the central portion. In an exemplary embodiment, the first resilient member 125 may be a circular leaf spring corresponding to the inner diameter of the valve body 121. The first elastic member 125 may be fixed to the upper end of the actuating rod 131.

The upper surface of the first elastic member 125 may be fixedly engaged with the first engagement portion 131c formed to protrude from the outer circumferential surface of the operation rod 131. [ The lower surface of the first elastic member 125 may be seated on the first seat portion 121c formed at the inner upper end of the valve body 121. [ The first seating portion 121c may be provided in the form of a groove inwardly from the inner upper end of the valve body 121. [ Accordingly, the movement of the operation rod 131 is restricted by the first elastic member 125.

The second elastic member 127 may be fixed to the lower end of the actuating rod 131 in the valve body 121. The second elastic member 127 may have the same or similar shape as the first elastic member 125.

The upper surface of the second elastic member 127 may be fixedly attached to the second engaging portion 121d formed at the inner lower end of the valve body 121. [ The second latching portion 121d may be provided in the form of a groove inwardly from the inner lower end of the valve body 121. The lower surface of the second elastic member 127 can be seated on the second seat portion 131d provided at the lower end of the operation rod 131. [ The second seating portion 131d may be provided on the upper portion of the coupling member 143. [

The second seat portion 131d may protrude from a coupling member 143 screwed to the outer circumferential surface of the operation rod 131. [ However, the present invention is not limited thereto, and the upper end of the coupling member 143 may be used as the second seating portion 131d. As a result, the operation rod 131 is restricted from being moved up and down by the second elastic member 127.

The first elastic member 125 and the second elastic member 127 may serve to support the actuating rod 131 in the valve body 121. [ That is, the first elastic member 125 and the second elastic member 127 support the operation rod 131 so that the operation rod 131 is not moved up and down by a small vibration of the train except for a large impact such as derailment of a train can do.

The operation unit 115 may be provided so as to collide with the axle 50 when the position of the axle 50 is changed due to derailment of the train. The operation unit 115 may include an operation rod 131, a first connection rod 133, a second connection rod 135, and a third connection rod 137. [

The operation rod 131 may be fixedly provided within the valve unit 113. The operation rod 131 can be fixed by the first elastic member 125 and the second elastic member 127 in the valve unit 113. [

The first connection rod 133 may be provided by connecting the operation rod 131 and the second connection rod 135. The first connection rod 133 may be provided perpendicular to the second connection rod 135. The lower end of the first connecting rod 133 may be fixed to the second connecting rod 135. The upper end of the first connecting rod 133 may be inserted into the inside of the operating rod 131 and coupled with the inner wall of the operating rod 131. The upper end of the first connecting rod 133 can be screwed into the inner wall of the operating rod 131.

8 is an exploded perspective view illustrating a state in which the operation rod 131 and the first connection rod 133 are engaged with each other in the deviation detection apparatus according to the embodiment of the present invention.

8, a coupling member 143 for coupling the actuating rod 131 and the first connecting rod 133 may be provided at the lower end of the actuating rod 131. The coupling member 143 may be provided in the form of a hollow tube so that the lower end of the operation rod 131 is inserted. The engaging member 143 may be provided to be screwed to the lower end of the operation rod 131.

The coupling member 143 may include a first coupling member 143-1 and a second coupling member 143-2. The first coupling member 143-1 may be coupled to the outer circumferential surface of the first connection rod 133. [ The first engaging member 143-1 may be screwed to the outer circumferential surface of the first connecting rod 133. [

The second engagement member 143-2 can be coupled to the outer circumferential surface of the operation rod 131 and the outer circumferential surface of the first engagement member 143-1, respectively. Specifically, the upper inner side of the second engagement member 143-2 can be screwed to the outer peripheral surface of the operation rod 131. [ In addition, the lower end inner side of the second engagement member 143-2 can be screwed to the outer peripheral surface of the first engagement member 143-1.

The upper end of the upper end of the first connection rod 133 may be inserted into the operation rod 131 and screwed into the inner surface of the operation rod 131. The first engaging member 143-1 may be screwed to the lower end of the upper end of the first connecting rod 133. [ In this state, the upper end inside of the second engagement member 143-2 is screwed to the outer circumferential surface of the operation rod 131, and the lower end inside of the second engagement member 143-2 is engaged with the first engagement member 143-1 As shown in Fig.

In this case, since the first connection rod 133 is inserted into the operation rod 131 and is primarily engaged and is secondarily engaged with the operation rod 131 via the engagement member 143, So that the coupling between the rod 133 and the operating rod 131 can be made strong.

On the other hand, a height adjustment guide hole 133a may be formed on the outer circumferential surface of the first connection rod 133 along the longitudinal direction of the first connection rod 133. The coupling holes 143-1a, 143-2a, and 131e may be formed in the first coupling member 143-1, the second coupling member 143-2, and the actuating rod 131, respectively. The fixing member 145 (for example, a bolt, a pivot, a pin, etc.) is coupled to the height adjustment guide hole 133a through the fitting holes 143-1a, 143-2a, and 131e, The coupling between the operating rod 133 and the operating rod 131 can be fixed. Here, the second engagement member 143-2 may be provided with a plurality of engagement holes 143-2a spaced apart from each other along the outer circumferential surface of the second engagement member 143-2.

That is, the first connection rod 133 and the operation rod 131 are coupled through a screw connection so that the length of the first connection rod 133 inserted into the operation rod 131 can be adjusted, The distance between the second connecting rod 135 and the third connecting rod 137 and the axle 50 can be adjusted. The fixing member 145 is inserted into the engaging holes 143-1a, 143-2a and 131e and the height adjusting guide hole 143b in a state in which the length of the first connecting rod 133 inserted into the operating rod 131 is adjusted, The coupling between the first connecting rod 133 and the actuating rod 131 can be fixed at a predetermined position.

Referring again to FIGS. 2 to 4, the second connection rod 135 may be provided perpendicularly to the first connection rod 133 at a lower portion of the first connection rod 133. The second connection rod 135 may be provided parallel to the rail (not shown). The second connecting rod 135 may be spaced apart from the upper portion of the axle 50 by a predetermined distance.

The third connecting rod 137 may be provided under the second connecting rod 135. The third connecting rod 137 may be spaced apart from the axle 50 at a lower portion of the second connecting rod 135 and may surround the axle 50. In the exemplary embodiment, the third connecting rod 137 is connected to the third-first connecting rod 137-1, the third-second connecting rod 137-2, and the third- . ≪ / RTI >

The 3-1 connection rod 137-1 may be vertically provided from one end of the second connection rod 135 to the lower end thereof. The third-second connection rod 137-2 may be vertically provided from the other end of the second connection rod 135 to the lower side. The ends of the 3-1 connection rod 137-1 and the 3-2 connection rod 137-2 may be provided at positions lower than the lower end of the axle 50. [ The 3-3 connecting rod 137-3 may be provided to interconnect the ends of the 3-1 connecting rod 137-1 and the 3-2 connecting rod 137-2.

Here, when the train derails and the axle 50 strikes the second connecting rod 135, the actuating rod 131 moves upward in the valve unit 113. At this time, as the operation rod 131 receives a strong force toward the upper side, the second elastic member 127 is deformed and the operation rod 131 moves upward. At this time, the connection guide portion 141 moves upward along the guide groove 121a-1. Accordingly, the boundary portion A between the first pipe body 111b and the second pipe body 111c is broken, and the pressure air in the branch pipe 105 is discharged to the outside through the broken portion.

Further, when the train derails and the axle 50 strikes the third connecting rod 137, the operating rod 131 moves downward in the valve unit 113. At this time, as the operating rod 131 receives a strong force toward the lower side, the first elastic member 125 is deformed and the operating rod 131 moves downward. At this time, the connection guide portion 141 moves downward along the guide groove 121a-1. Accordingly, the boundary portion A between the first pipe body 111b and the second pipe body 111c is broken, and the pressure air in the branch pipe 105 is discharged to the outside through the broken portion.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the disclosed exemplary embodiments, but, on the contrary, . Therefore, the scope of the present invention should not be limited to the above-described embodiments, but should be determined by equivalents to the appended claims, as well as the appended claims.

100: Train derailment detection system
102: Deviation detection device
104: Brake pipe
105: Branch pipe
106: Braking device
108: opening / closing valve
111: Pipe connection
111a:
111b: first pipe body
111c: second pipe body
111d: passage
113: Valve unit
115: Operation unit
121: Valve body
121a: storage tube
121a-1: Guide groove
121b:
121c: first seat portion
121d:
123:
125: first elastic member
127: second elastic member
131: Working load
131a: storage groove
131b: insertion hole
131c:
131d: second seat portion
131e: Coupling hole
133: first connection rod
133a: height adjustment guide hole
135: second connection rod
137: Third connection load
137-1: 3-1 connection load
137-2: Section 3-2 Connection Load
137-3: the third 3-3 connecting rod
141:
143:
143-1: first coupling member
143-1a: Coupling hole
143-2: second coupling member
143-2a: Coupling hole
145: Fixing member

Claims (12)

An operation unit including a connection rod provided to receive a shock due to a positional change of an axle of the train when derailment of a train, and an operation rod connected to the connection rod and configured to be moved upward or downward according to a direction of the impact;
A valve unit for guiding the operating rod to move upward or downward by the impact; And
One end of the branch pipe is connected to the branch pipe of the train and the other end of the branch pipe is inserted into the valve unit and connected to the operation rod so that the pressure air in the branch pipe is leaked due to the upper or lower movement of the operation rod, And a pipe connection portion provided.
The method according to claim 1,
The connecting rod
A first connecting rod connected in a straight line with the operating rod;
A second connecting rod connected to the first connecting rod and adapted to receive an impact in an upper direction of the axle; And
And a third connecting rod connected to the second connecting rod and adapted to receive a shock in a lower direction of the axle.
The method of claim 2,
The second connecting rod is provided to be perpendicular to the first connecting rod and is provided in parallel with a rail on which the train is run. The second connecting rod is spaced apart from the axle at an upper portion of the axle,
Wherein the third connecting rod is provided at a lower portion of the second connecting rod so as to be spaced apart from the axle and surrounds the axle.
The method of claim 2,
The first connection rod
The lower end of the first connection rod is fixed to the second connection rod, the upper end of the first connection rod is inserted into the operation rod and is primarily engaged with the operation rod,
The train derailment sensing apparatus includes:
Further comprising an engaging member for secondarily engaging the lower end of the operating rod with the first connecting rod.
The method of claim 4,
The coupling member
A first engaging member screwed to the outer circumferential surface of the first connecting rod; And
And a second engaging member whose upper inner side is screwed with the outer peripheral surface of the operating rod and whose lower inner side is screwed with the outer peripheral surface of the first engaging member.
The method of claim 4,
The train derailment sensing apparatus includes:
A height adjustment guide hole provided along the longitudinal direction of the first connection rod to the first connection rod;
A coupling hole provided on each of the operation rod and the coupling member so as to correspond to a part of the height adjustment guide hole; And
And a fixing member coupled to the height adjustment guide hole through the coupling hole of the coupling member and the coupling hole of the actuating rod to fix the coupling between the first connection rod and the actuating rod,
And adjusts the distance between the second connecting rod and the third connecting rod and the axle through adjustment of the length of insertion of the first connecting rod into the inside of the operating rod.
The method according to claim 1,
The valve unit includes:
A valve body including a storage tube into which the operation rod is inserted and stored;
A mounting portion provided at one side of the valve body and having a pipe connection portion mounted therein and a passage through which the pipe connection portion is inserted;
A first elastic member for fixing the upper end of the actuating rod inside the valve body and allowing the actuating rod to move downward while being deformed when the actuating rod is moved downward; And
And a second elastic member for fixing the lower end of the actuating rod inside the valve body and allowing the actuating rod to move upward while being deformed when the actuating rod is moved upward.
The method of claim 7,
The train derailment sensing apparatus includes:
A first engaging portion protruding from an outer circumferential surface of an upper end of the operation rod and adapted to engage and fix an upper surface of the first elastic member;
A first seat formed on an upper inner side of the valve body and adapted to seat the lower surface of the first elastic member;
A second engaging portion formed at an inner lower end of the valve body and adapted to engage and fix an upper surface of the second elastic member; And
Further comprising a second seating portion protruding from an outer peripheral surface of a lower end portion of the operation rod and adapted to receive a lower surface of the second elastic member.
The method of claim 7,
The train derailment sensing apparatus includes:
A guide groove provided along the inner wall of the storage tube in the longitudinal direction of the valve unit;
A storage groove provided on an outer circumferential surface of the operation rod; And
And the other surface is housed in the receiving groove and the other surface is protruded from the outer circumferential surface of the operating rod, the protruded surface is accommodated in the guide groove, and is configured to move along the guide groove when the operating rod is moved upward or downward And further comprising a connection guide portion.
The method according to claim 1,
The pipe connecting portion
A mounting portion mounted and fixed to one side of the valve unit;
A first pipe body protruding from the mounting portion toward the valve unit and having a passage communicating with an end of the branch pipe; And
And a second pipe body extending from an end of the first pipe body in the longitudinal direction of the first pipe body and inserted into an insertion hole formed in the operation rod.
The method of claim 10,
Said first pipe body having a first outer diameter,
Said second pipe body having a second outer diameter smaller than said first outer diameter and greater than the diameter of said passage,
Said passage extending toward said second pipe body,
Wherein a boundary portion between the first pipe body and the second pipe body is broken by an impact when the operation rod is moved upward or downward.
A train equipped with the train derailment detecting device according to any one of claims 1 to 11.

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