CN216102120U - Train wagon ultrahigh unbalance loading detection system - Google Patents

Abstract

The application discloses a train wagon ultrahigh unbalance loading detection system, which comprises a material level detection unit, a first trigger unit, a second trigger unit and a main control unit, wherein the material level detection unit is installed on the periphery of a track; the material level detection unit is arranged right above the track, and the first trigger unit and the second trigger unit are arranged on the side of the track. A material level detection device is arranged above the track to detect the material level, and the material level data is transmitted to the main control unit to judge whether the material level is ultrahigh; the first trigger unit and the second trigger unit are triggered when the head and the tail of the wagon pass through respectively, the main control unit collects two material level data at the triggering time to compare, and whether the wagon is in unbalanced load or not is judged according to a comparison result; the application has the advantages of simple structure, capability of simultaneously carrying out ultrahigh and unbalanced load detection, low cost, high accuracy and high stability.

Description

Train wagon ultrahigh unbalance loading detection system

Technical Field

The application relates to the technical field of wagon loading detection, in particular to a wagon ultrahigh unbalance loading detection system.

Background

In order to prevent the materials from scattering in the running process of the heavy-load train wagon, the height of the materials for loading is usually limited, and then the damage caused by uneven stress of a train body in the running process is avoided, and the allowable range of front and rear unbalance loading is specified.

At present, two methods are generally used for detection in the field, one is to use radar to cooperate with video acquisition to carry out ultrahigh detection and unbalanced load detection, and the second is to use a track scale to measure overweight and unbalanced load at fixed points.

The first method is to synthesize and output data acquired by a radar and image two-dimensional data, and the accuracy is not high in a severe environment because video acquisition is influenced by environments such as illumination, dust and the like.

The second method is that a track scale is installed on the track, a sensor is used for sensing the position of the train body at a fixed point, when the train wagon reaches the fixed point, the axle weights are synchronously measured, and the comparison is carried out to obtain data.

SUMMERY OF THE UTILITY MODEL

The utility model provides a railway carriage superelevation unbalance loading detecting system who overcomes prior art's not enough, provides with low costs, degree of accuracy and stability height, and can detect superelevation and unbalance loading simultaneously.

The technical scheme of the application provides a train wagon ultrahigh unbalance loading detection system, which comprises a material level detection unit, a first trigger unit, a second trigger unit and a main control unit, wherein the material level detection unit is installed on the periphery of a track;

the material level detection unit is installed right above the track, and the first trigger unit and the second trigger unit are installed on the side of the track.

Further, the first trigger unit is a photoelectric switch and includes a first transmitting device and a first receiving device, the first transmitting device and the first receiving device are respectively installed on two sides of the track, and a connection line of the first transmitting device and the first receiving device is along a width direction of the track.

Furthermore, two sides of the track are respectively provided with a first mounting rod, the first emitting device is mounted on one first mounting rod, and the first receiving device is mounted on the other first mounting rod.

Further, the vertical distance between the first mounting rod and the track is 2-2.5 meters, and the mounting height of the first transmitting device and the first receiving device is 2.2-2.8 meters.

Further, the second trigger unit is a photoelectric switch and comprises a second transmitting device and a second receiving device, the second transmitting device and the second receiving device are respectively installed on two sides of the track, and a connecting line of the second transmitting device and the second receiving device is along the width direction of the track.

Furthermore, two sides of the track are respectively provided with a second mounting rod, the second transmitting device is mounted on one of the second mounting rods, and the second receiving device is mounted on the other second mounting rod.

Further, the vertical distance between the second mounting rod and the track is 2-2.5 meters, and the mounting height of the second transmitting device and the second receiving device is 2.2-2.8 meters.

Further, the material level detection unit comprises at least one laser range finder, and the laser range finder is 3-5 meters higher than the top of the wagon.

Further, still include the mounting bracket, the mounting bracket strides the both sides of track, the laser range finder is installed the top of mounting bracket.

Furthermore, the intelligent alarm system also comprises a display unit and an alarm unit, wherein the display unit and the alarm unit are respectively in communication connection with the main control unit.

After adopting above-mentioned technical scheme, have following beneficial effect:

a material level detection device is arranged above the track to detect the material level, and the material level data is transmitted to the main control unit to judge whether the material level is ultrahigh; the first trigger unit and the second trigger unit are triggered when the head and the tail of the wagon pass through respectively, the main control unit collects two material level data at the triggering time to compare, and whether the wagon is in unbalanced load or not is judged according to a comparison result;

the application has the advantages of simple structure, capability of simultaneously carrying out ultrahigh and unbalanced load detection, low cost, high accuracy and high stability.

Drawings

The disclosure of the present application will become more readily understood by reference to the drawings. It should be understood that: these drawings are for illustrative purposes only and are not intended to limit the scope of the present application. In the figure:

FIG. 1 is a schematic diagram of a track peripheral device in a wagon ultra-high unbalance loading detection system according to an embodiment of the present disclosure;

FIG. 2 is a schematic top view of a rail peripheral device in the wagon super high offset detection system according to an embodiment of the present disclosure;

fig. 3 is a schematic diagram of a hardware structure of an electric control device in the train wagon ultrahigh unbalance loading detection system according to an embodiment of the application.

Reference symbol comparison table:

the device comprises a first trigger unit 01, a first transmitting device 11, a first receiving device 12, a second trigger unit 02, a second transmitting device 21, a second receiving device 22, a material level detection unit 03, a laser range finder 31, a main control unit 04, a display unit 05, an alarm unit 06, a first mounting rod 07, a second mounting rod 08, a mounting rack 09 and a track 010.

Detailed Description

Embodiments of the present application are further described below with reference to the accompanying drawings.

It is easily understood that according to the technical solutions of the present application, those skilled in the art can substitute various structures and implementations without changing the spirit of the present application. Therefore, the following detailed description and the accompanying drawings are merely illustrative of the technical solutions of the present application, and should not be construed as limiting or restricting the technical solutions of the present application in their entirety.

The terms of orientation of up, down, left, right, front, back, top, bottom, and the like referred to or may be referred to in this specification are defined relative to the configuration shown in the drawings, and are relative terms, and thus may be changed correspondingly according to the position and the use state of the device. Therefore, these and other directional terms should not be construed as limiting terms. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

Throughout the description of the present application, it is to be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "coupled" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; the two components can be directly connected or indirectly connected through an intermediate medium, and the two components can be communicated with each other. The foregoing is to be understood as belonging to the specific meanings in the present application as appropriate to the person of ordinary skill in the art.

The train wagon ultrahigh unbalance loading detection system in the embodiment of the application, as shown in fig. 1-3, includes a material level detection unit 03 installed on the periphery of a track, a first trigger unit 01 for detecting the head of the train wagon, a second trigger unit 02 for detecting the tail of the train wagon, and a main control unit 04 in communication connection with the material level detection unit 03, the first trigger unit 01 and the second trigger unit 02;

the material level detection unit 03 is installed right above the track 010, and the first trigger unit 01 and the second trigger unit 02 are installed beside the track 010.

Specifically, the material level detecting unit 03 detects the material level in the railway wagon at intervals of a set time, and sends the material level data to the main control unit 04, the main control unit 04 compares each piece of material level data with the ultrahigh set value, and if the number of the material level data of the same railway wagon larger than the ultrahigh set value is larger than the set number, the material level of the same railway wagon is considered to be ultrahigh.

The driving direction of the train wagon on the track is reversed, the first trigger unit 01 is arranged in front of the material level detection unit 03, and the second trigger unit 02 is arranged behind the material level detection unit 03. As an example, the first triggering unit 01 is disposed 40cm in front of the level detecting unit 03, and the second triggering unit 02 is disposed 50cm behind the level detecting unit 03.

The first trigger unit 01 sends a first trigger signal to the main control unit 04 when detecting the head of the railway wagon, and the main control unit 04 records detection data of the material level detection unit 03 at the moment as head material level data when receiving the first trigger signal; when the second trigger unit 02 detects the tail of the train wagon, the second trigger unit records the detection data of the material level detection unit 03 at the moment as tail material level data when sending a second trigger signal to the main control unit 04; the main control unit 04 subtracts the head material level data and the tail material level data of each section of the train wagon, and if the difference value of the head material level data and the tail material level data exceeds a set range, the train wagon is considered to have the unbalanced load condition.

The main control unit 04 determines the material level data collected between the head material level data and the tail material level data as the data of the same section of train wagon, and judges whether the material level of the train wagon is ultrahigh or not, and judges the data.

The main control unit 04 may be a processor having data processing and program writing and execution functions, such as a PLC (programmable logic controller) or a single chip microcomputer.

The train wagon superelevation unbalance loading detecting system in this application embodiment can continuously detect the train wagon material level, judges whether the material level is superelevation to through setting up first trigger element 01 and second trigger element 02, whether record prelude material level data and afterbody material level data judgement unbalance loading, can carry out the detection of superelevation and unbalance loading simultaneously.

Further, the first trigger unit 01 is a photoelectric switch, and includes a first transmitting device 11 and a first receiving device 12, the first transmitting device 11 and the first receiving device 12 are respectively installed on two sides of the track 010, and a connection line of the first transmitting device 11 and the first receiving device 12 is along a width direction of the track 010.

Specifically, the first transmitter 11 and the first receiver 12 are disposed to face each other at the same height, the first transmitter 11 transmits an infrared beam toward the first receiver 12, the first receiver 12 can receive the infrared beam from the first transmitter 11 when the joint between the two railroad cars passes through the first trigger unit 01, and when the head of the next railroad car travels to the first trigger unit 01, the railroad car is blocked between the first transmitter 11 and the first receiver 12, and the first receiver 12 cannot receive the infrared beam. Therefore, the first trigger unit 01 sends the first trigger signal to the main control unit 04 when the infrared beam is not received by the first receiving device 12.

Further, two first mounting bars 07 are respectively disposed at both sides of the rail 010, the first transmitter 11 is mounted on one first mounting bar 07, and the first receiver 12 is mounted on the other first mounting bar 07.

The two first mounting rods 07 are symmetrically arranged on two sides of the track 010 and are respectively used for mounting the first emitting device 11 and the first receiving device 12. The vertical distance between the first mounting rod 07 and the rail 010 is 2-2.5 meters, and particularly, the first mounting rod 07 and the rail 010 keep a certain distance on the basis of the vertical distance between the first mounting rod 07 and the side edge of the rail 010 at the side, so that the first mounting rod 07 can be prevented from influencing the driving of a railway wagon. The installation height of the first transmitting device 11 and the first receiving device 12 is 2.2-2.8 m, so that the first receiving device 12 can receive infrared beams in a combined mode when a junction of the train wagon passes through, and the train wagon can be shielded between the first transmitting device 11 and the first receiving device 12 when the train wagon passes through.

Further, the second trigger unit 02 is a photoelectric switch, and includes a second transmitting device 21 and a second receiving device 22, the second transmitting device 21 and the second receiving device 22 are respectively installed on two sides of the track 010, and a connection line of the second transmitting device 21 and the second receiving device 22 is along a width direction of the track 010.

Specifically, the second transmitting device 21 and the second receiving device 22 are maintained at the same height and are oppositely arranged, the second transmitting device 21 transmits infrared beams towards the second receiving device 22, when the train wagon passes through the second triggering unit 02, the train wagon is shielded between the second transmitting device 21 and the second receiving device 22, the second receiving device 22 cannot receive the infrared beams, when the tail of the train wagon passes through the second triggering unit 02, the train wagon is not shielded between the second transmitting device 21 and the second receiving device 22, and the second receiving device 22 can receive the infrared beams of the second transmitting device 21. Therefore, the second triggering unit 02 sends a second triggering signal to the main control unit 04 when the second receiving device 22 starts receiving the infrared beam.

Further, a second mounting bar 08 is provided on each side of the rail 010, the second transmitting device 21 is mounted on one second mounting bar 08, and the second receiving device 22 is mounted on the other second mounting bar 08.

Two second mounting bars 08 are symmetrically arranged on both sides of the rail 010 for mounting a second transmitter 21 and a second receiver 22, respectively. The vertical distance between the second mounting rod 08 and the rail 010 is 2-2.5 m, and particularly, the second mounting rod 08 and the rail 010 keep a certain distance on the basis of the vertical distance between the second mounting rod 08 and the side edge of the rail 010, so that the second mounting rod 08 can be prevented from influencing the driving of a railway wagon. The installation height of the second transmitting device 21 and the second receiving device 22 is 2.2-2.8 m, so that the second receiving device 22 can receive infrared beams in a combined mode when a junction of the train wagon passes by, and the train wagon can be shielded between the second transmitting device 21 and the second receiving device 22 when the train wagon passes by.

Further, the level detecting unit 03 comprises at least one laser range finder 31, and the laser range finder 31 is 3-5 meters higher than the top of the railway wagon.

The material level detection unit 03 in the embodiment of the present application is provided with three laser distance measuring instruments 31, the three laser distance measuring instruments 31 are installed at the same height, and the laser emission ends of the three laser distance measuring instruments are arranged downwards. Laser range finder 31 is towards the wagon top transmission laser, and laser is reflected back laser range finder 31 by the material in the wagon, and laser range finder 31 can judge the material level height according to the time difference of sending laser to receiving laser. The arrangement of the plurality of laser range finders 31 can expand the detection range and improve the data accuracy.

Further, the train wagon ultrahigh unbalance loading detection system further comprises a mounting frame 09, the mounting frame 09 spans two sides of the track 010, and the laser range finder 31 is mounted at the top of the mounting frame 09.

Specifically, the mounting frame 09 is in an inverted U shape, and includes a top bar and two support bars vertically connected to two ends of the top bar, the top bar crosses two sides of the track, the two support bars are respectively disposed on two sides of the track for supporting the top bar, and preferably, the vertical distance between the support bars and the track 010 is 2-2.5 meters, so as to avoid interference to train running.

Further, a display unit 05 and an alarm unit 06 are further included, and the display unit 05 and the alarm unit 06 are respectively in communication connection with the main control unit 04.

Particularly, the display unit 05 can adopt liquid crystal display, and the main control unit 04 is with the material level data of every section of railway carriage and whether information such as superelevation unbalance loading show on liquid crystal display, make things convenient for the staff to look over. The alarm unit 06 can adopt a warning light and/or a speaker, and starts an alarm when the main control unit 04 detects that the wagon is over high or under unbalanced load, preferably, the alarm unit 06 can also be provided with two groups for warning two conditions of over high and under unbalanced load respectively.

The train wagon ultrahigh unbalance loading detection system in the embodiment of the application has a simpler mechanical structure and a simpler control system, and can detect ultrahigh and unbalance loading simultaneously; the laser range finder is adopted to detect the material level, so that the material level is not easily influenced by the external environment and has high stability; the photoelectric switch is adopted to detect the head part and the tail part of the wagon, and the sensitivity is higher.

What has been described above is merely the principles and preferred embodiments of the present application. It should be noted that, for those skilled in the art, the embodiments obtained by appropriately combining the technical solutions respectively disclosed in the different embodiments are also included in the technical scope of the present invention, and several other modifications may be made on the basis of the principle of the present application and should be regarded as the protective scope of the present application.

Claims (10)

1. The train wagon ultrahigh unbalance loading detection system is characterized by comprising a material level detection unit, a first trigger unit, a second trigger unit and a main control unit, wherein the material level detection unit is installed on the periphery of a track;

the material level detection unit is installed right above the track, and the first trigger unit and the second trigger unit are installed on the side of the track.

2. The system for detecting the ultrahigh unbalance loading of the railroad car according to claim 1, wherein the first trigger unit is a photoelectric switch, and comprises a first transmitting device and a first receiving device, the first transmitting device and the first receiving device are respectively installed on two sides of the track, and a connecting line of the first transmitting device and the first receiving device is along a width direction of the track.

3. The system for detecting the excessive high unbalance loading of the railroad car as claimed in claim 2, wherein each of two sides of the track is provided with a first mounting rod, the first transmitter is mounted on one of the first mounting rods, and the first receiver is mounted on the other of the first mounting rods.

4. The system for detecting the ultrahigh unbalance loading of the railroad car as claimed in claim 2, wherein the vertical distance between the first mounting rod and the rail is 2-2.5 m, and the mounting height of the first transmitting device and the first receiving device is 2.2-2.8 m.

5. The system for detecting the ultrahigh unbalance loading of the train wagon of claim 1, wherein the second triggering unit is a photoelectric switch and comprises a second transmitting device and a second receiving device, the second transmitting device and the second receiving device are respectively installed at two sides of the track, and a connecting line of the second transmitting device and the second receiving device is along the width direction of the track.

6. The system for detecting the excessive high unbalance loading of the railroad car as claimed in claim 5, wherein a second mounting rod is disposed on each of two sides of the track, the second transmitting device is mounted on one of the second mounting rods, and the second receiving device is mounted on the other of the second mounting rods.

7. The system of claim 5, wherein the vertical distance between the second mounting rod and the rail is 2-2.5 m, and the mounting height of the second transmitting device and the second receiving device is 2.2-2.8 m.

8. The system for detecting the ultrahigh unbalance loading of the railroad car according to claim 1, wherein the level detecting unit comprises at least one laser range finder, and the laser range finder is 3-5 meters higher than the top of the railroad car.

9. The railroad car superelevation unbalance loading detection system according to claim 8, further comprising a mounting bracket spanning both sides of the track, the laser range finder being mounted on top of the mounting bracket.

10. The system for detecting excessive vehicle height and load bias of a railroad car according to claim 1, further comprising a display unit and an alarm unit, wherein the display unit and the alarm unit are respectively in communication connection with the main control unit.

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