CN219838563U - Vehicle derailment detection device, system and vehicle - Google Patents

Abstract

The utility model provides a vehicle derailment detection device, a system and a vehicle, wherein a running wheel of the vehicle is positioned on a track beam, and the vehicle derailment detection device comprises a detection assembly. The detection assembly is fixedly arranged to the vehicle, and the detection assembly is positioned below a predetermined distance from the top surface of the track beam and is used for detecting the distance between the detection assembly and the track beam in the width direction of the vehicle. In the running process of the vehicle, the distance between the detection component and the track beam in the width direction is detected in real time, and whether the vehicle has a derailment trend can be judged according to the change of the distance value. And if the vehicle is derailed upwards and exceeds a preset distance, the detection component can not detect the distance between the detection component and the track beam in the width direction, so that the vehicle is determined to be derailed upwards.

Description

Vehicle derailment detection device, system and vehicle

Technical Field

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

Background

The related art derailment detection system detects a derailment signal after the railway vehicle has derailed, and although further expansion of an accident can be prevented, a derailment accident has occurred. Secondly, whether the vehicle derails is detected by adopting a mechanical contact mode, and the service life of the detection device is greatly influenced along with the mechanical contact between the detection device and the track beam in each detection process, and the part of the detection device for realizing the mechanical contact can be damaged under the impact of sudden derailment of the vehicle. Further, the related-art track detection device can detect only derailment detection in which the vehicle falls off from the left and right sides of the track surface, and cannot detect the derailment tendency of the vehicle upward from the track surface.

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

Disclosure of Invention

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

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

and a detection assembly for being fixedly provided to the vehicle, the detection assembly being located below a predetermined distance from a top surface of the rail beam for detecting a distance from the rail beam in a width direction of the vehicle.

Optionally, the track beam comprises a first track beam and a second track beam, and the detection assembly is disposed between the first track beam and the second track beam.

Optionally, the detection assembly includes:

the first detection piece is arranged towards the inner side surface of the first track beam and is used for detecting a first distance between the first detection piece and the inner side surface of the first track beam in the width direction in real time; and

the second detection piece is arranged towards the inner side surface of the second track beam and is used for detecting the second distance between the second detection piece and the inner side surface of the second track beam in the width direction in real time.

Optionally, the first detecting element or/and the second detecting element is/are located below a predetermined distance from the top surface of the rail beam.

Alternatively, the second detecting member and the first detecting member are symmetrically distributed with respect to a center in a width direction of the vehicle.

Optionally, the first detecting element and the second detecting element are distance measuring sensors.

Optionally, the ranging sensor is an ultrasonic ranging sensor, a laser ranging sensor, a radar sensor or an infrared ranging sensor.

Optionally, the vehicle derailment detection device further comprises a fixing frame, wherein the fixing frame comprises a first connecting end and a second connecting end, the first connecting end is used for being fixedly connected to the vehicle, and the second connecting end vertically extends downwards to be below a preset distance from the top surface of the track beam;

the detection component is arranged to the second connecting end.

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

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

according to the vehicle derailment detection device of the second aspect of the present utility model; and

and the controller is electrically connected to the detection assembly to acquire a detection result of the detection assembly.

Optionally, the vehicle derailment detection system further includes an alarm device electrically connected to the controller, the controller configured to control the alarm device to emit an alarm signal; and/or

The vehicle derailment detection system further includes a display device electrically connected to the controller, the controller configured to control the display device to display alarm information.

A third aspect of the utility model provides a vehicle comprising:

a vehicle derailment detection system according to the second aspect of the present utility model; and

a brake system electrically connected to the controller;

the controller is configured to control activation of the brake system based on a detection result of the detection assembly to apply emergency braking to the vehicle when a tendency for derailment of the vehicle occurs.

Optionally, the braking system comprises a time delay relay and an emergency braking circuit, the time delay relay being electrically connected to the controller and the emergency braking circuit;

the controller controls the opening of the emergency brake circuit through the delay relay to apply emergency brake to the vehicle.

The utility model provides a vehicle derailment detection device, a system and a vehicle, wherein a running wheel of the vehicle is positioned on a track beam, and the vehicle derailment detection device comprises a detection assembly. The detection assembly is used for being fixedly arranged to the vehicle, is positioned below a preset distance from the top surface of the track beam and is used for detecting the distance between the detection assembly and the track beam in the width direction of the vehicle. In the running process of the vehicle, the distance between the detection component and the track beam in the width direction is detected in real time, and whether the vehicle has a derailment trend can be judged according to the change of the distance value. And if the vehicle is derailed upwards and exceeds a preset distance, the detection component can not detect the distance between the detection component and the track beam in the width direction, so that the vehicle is determined to be derailed upwards.

Drawings

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

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

fig. 2 to 4 are schematic operation views of the vehicle derailment detection apparatus according to fig. 1, in which the vehicles of fig. 2 and 3 have a left derailment trend and a right derailment trend, respectively, and the vehicle of fig. 4 has an upward derailment trend;

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

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

Reference numerals illustrate:

100: vehicle 110: detection assembly

111: first detecting member 112: second detecting piece

113: the fixing frame 113A: first connecting end

113B: second connection end 151: first wheel of bicycle

152: second row of wheels 161: first track beam

161A: top surface 162 of first rail beam: second track beam

D1: width direction D2: height direction

L: width of the running wheel

Detailed Description

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

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

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

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

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

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

The vehicle derailment detection apparatus includes a detection assembly 110, the detection assembly 110 being disposed on the vehicle 100 below a predetermined distance from a top surface of the track beam. The detection assembly 110 may detect a spacing from the rail beam in the width direction D1 of the vehicle 100.

The working principle of the vehicle derailment detection device of the utility model is as follows: the distance between the detecting unit 110 and the rail beam in the width direction D1 can be detected in real time by the detecting unit 110, and the amount of displacement of the vehicle 100 in the width direction D1 can be determined based on the change in the distance, and when the amount of displacement exceeds the safety range, it can be determined that derailment of the vehicle 100 in the width direction D1 has occurred. The direction of derailment may be determined by the magnitude of the distance value from the predetermined safety distance.

Further, the vehicle derailment detection device according to the present utility model can also detect derailment of the vehicle 100 in the vertical direction (i.e., the height direction D2 of the vehicle 100). When the vehicle 100 moves upward beyond the predetermined distance, the detection assembly 110 then moves above the top surface of the rail beam, at which point the detection assembly 110 cannot detect the spacing from the rail beam in the width direction D1, from which it can be determined that the vehicle 100 has moved upward beyond the predetermined distance. It will be appreciated that the predetermined distance is a safe range of upward movement beyond which the vehicle 100 presents a safety risk.

It will be appreciated that the detection device of the present utility model is suitable for use in derailment detection of a single track vehicle. The method is also applicable to derailment detection of double-track or multi-track vehicles.

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

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

The vehicle derailment detection apparatus includes a stationary frame 113 and a detection assembly 110. The fixing frame 113 includes a first connecting end 113A and a second connecting end 113B. The fixing frame 113 is located between the first rail beam 161 and the second rail beam 162, the first connecting end 113A is fixedly connected to the vehicle 100, the second connecting end 113B extends vertically downward to below a predetermined distance from the top surface 161A of the first rail beam 161, and the second connecting end 113B is a free end.

The detecting assembly 110 is fixedly arranged on the second connecting end 113B of the fixing frame 113. The detection assembly 110 may detect the spacing from the first rail beam 161 and/or the second rail beam 162 in the width direction D1 of the vehicle 100 in real time.

The vehicle derailment detection apparatus may further include a controller electrically connected to the detection assembly 110, and the controller may acquire a result detected by the detection assembly 110.

When the detection module 110 detects that the deviation value of the distance from the first rail beam 161 (or the second rail beam 162) in the width direction D1 and the safety distance exceeds a predetermined threshold value, the controller determines that the vehicle 100 has a tendency to derail in the width direction D1. The predetermined threshold is a value less than the width of the road wheel, and the vehicle 100 is not derailed at this time, but only has a derailing tendency, so that a worker can take corresponding measures to avoid derailing the vehicle 100 and avoiding loss.

In particular, because the detection assembly 110 is disposed below the top surface 161A of the first rail beam 161 (also the top surface of the second rail beam 162) and is a predetermined distance from the top surface 161A of the first rail beam 161, the detection assembly 110 cannot detect the spacing (or a significant abnormality in the detected result) from the first rail beam 161 and/or the second rail beam 162 in the width direction D1 of the vehicle 100 after the vehicle 100 is shifted upward by the predetermined distance, and at this time, the controller can also determine that there is a tendency for the vehicle 100 to derail upward (upward/vertically upward in the height direction D2) based thereon. It will be appreciated that the predetermined distance may be determined by, in particular, a threshold value that determines an upward derailment of the vehicle 100.

It will be appreciated that when the detection assembly 110 is capable of detecting only one side rail beam (only measuring the spacing from one side rail beam), it is possible to determine the direction of the offset of the vehicle 100 in the width direction D1 and determine whether or not to derail by setting different thresholds (different safety spacings). For example, the detection unit 110 may be provided at the center position in the width direction D1 of the vehicle 100, and when a difference between the distance from one side rail beam in the width direction D1 of the vehicle 100 and the safety distance is detected as a positive value, it is determined that the vehicle 100 is shifted in the direction of the other side rail beam, and when the shift amount exceeds the safety range, it is determined that there is a risk of derailment. In contrast, when the difference between the distance from the one side rail beam in the width direction D1 of the vehicle 100 and the safety distance is detected as a negative value, it is determined that the vehicle 100 is shifted in the direction of the one side rail beam, and when the shift amount exceeds the safety range, it is determined that there is a risk of derailment. The controller may also determine that the vehicle 100 has a tendency to derail upward when the vehicle 100 is offset upward beyond a predetermined distance.

When the detection assembly 110 can detect the two side rail beams at the same time, the efficiency is higher and the accuracy of the detection result is higher.

The utility model also discloses a vehicle derailment detection system which comprises a controller and the vehicle derailment detection device of the first aspect of the utility model. In the embodiment shown in fig. 1 to 4, the controller is specifically an area control unit of the vehicle 100, the detection assembly 110 is electrically connected to the area control unit, and the area control unit can obtain a detection result of the detection assembly 110.

Specifically, the sensing assembly 110 includes a first sensing element 111 and a second sensing element 112. The first detection piece 111 is provided to the fixing frame 113 and toward the inner side surface of the first rail beam 161, and the first detection piece 111 is used for detecting a first distance between the first detection piece 111 and the inner side surface of the first rail beam 161 in the width direction D1 in real time. The second detecting element 112 is disposed to the fixing frame 113 and toward the inner side surface of the second track beam 162, and the second detecting element 112 is configured to detect a second distance between the second detecting element 112 and the inner side surface of the second track beam 162 in the width direction D1 in real time.

As shown in fig. 1, the vehicle 100 is in a normal running state, and the safety pitch may be a first pitch (h 1) for the first detection member 111. Likewise, for the second detecting member 112, the safety pitch may be a second pitch (h 2). The structure of the fixing frame 113 shown in fig. 1 is only a simple illustration, and in practical situations, in order to ensure the stability and safety of the detection assembly 110, the structure of the fixing frame 113 may be optimized correspondingly.

In the present embodiment, the fixed frame 113 is located at the center in the width direction D1 of the vehicle 100, and the second detection piece 112 and the first detection piece 111 are symmetrically distributed with respect to the fixed frame 113. The values of h1 and h2 are equal. In other embodiments of the utility model, not shown, the fixing frame 113 may be provided offset from the center of the width direction D1 of the vehicle 100. And in particular, can be flexibly adjusted according to the actual situation of the vehicle 100.

As shown in fig. 2, when the vehicle 100 is shifted to the left (the first rail beam 161 side) by a distance L/2 which is half the width L of the running wheel in fig. 3, the first detecting element 111 detects a first pitch value h1', and the second detecting element 112 detects a second pitch value h2'. The controller receives the values of the first interval and the second interval monitored in real time:

1. comparing the first distance h1 'with the safety distance h1, and judging that the vehicle 100 has a tendency to derail to the left side when h1' is smaller than h1 and the difference value of the two exceeds a predetermined threshold value; and/or

2. The first pitch h2 'and the safety pitch h2 are compared, and when h2' is greater than h2 and the difference therebetween exceeds a predetermined threshold value, it is determined that the vehicle 100 has a tendency to derail to the left side.

As shown in fig. 3, when the vehicle 100 is shifted to the right (the second rail beam 162 side) by a distance (the distance is half L/2 of the width L of the running wheel in fig. 3), the first pitch value detected by the first detecting member 111 is h1", and the second pitch value detected by the second detecting member 112 is h2". The controller receives the values of the first interval and the second interval monitored in real time:

1. comparing the first distance h1 'with the safety distance h1, and judging that the vehicle 100 has a tendency to derail to the right side when h1' is greater than h1 and the difference value between the two exceeds a predetermined threshold value; and/or

2. The first pitch h2″ and the safety pitch h2 are compared, and when h2″ is smaller than h2 and the difference therebetween exceeds a predetermined threshold value, it is determined that the vehicle 100 has a tendency to derail to the right side.

As shown in fig. 4, when the vehicle 100 is offset vertically upward in the height direction D2 (upward in the height direction D2) by a distance (this distance is m in fig. 4), both the first detecting member 111 and the second detecting member 112 are beyond the top surface 161A of the first rail beam 161, and the bottom of the vehicle 100 is spaced apart from the top surface 161A of the first rail beam 161 in the height direction D2 by a distance H'. The first detecting member 111 detects a value h1 '", and the second detecting member 112 detects a value h 2'".

The controller receives the values detected by the first detecting member 111 and the second detecting member 112 monitored in real time:

when h1' "is much greater than h1 and the difference between the two is much greater than the predetermined threshold, determining that the vehicle 100 has a tendency to derail upward; and/or

When h2' "is much larger than h2 and the difference therebetween is much larger than a predetermined threshold value, it is determined that the vehicle 100 has a tendency to derail toward the upper side.

It will be appreciated that because both the first and second sensing elements 111, 112 are beyond the top surface 161A of the first rail beam 161, the measured h1 '"is not an actual value of the first spacing and, as such, h 2'" is not an actual value of the second spacing. The "far greater" and "far greater" at this time refer to an unreasonable value detected because both the first detecting piece 111 and the second detecting piece 112 are beyond the top surface 161A of the first rail beam 161. Specifically, a second predetermined threshold value may be set, and when the difference between the detection assembly 110 (the first detection member 111 and the second detection member 112) and the safety threshold value exceeds the second predetermined threshold value, it is determined that the detection result is unreasonable/abnormal.

With the vehicle derailment detection apparatus of the present utility model, not only derailment of the vehicle 100 in the width direction D1 but also derailment of the vehicle 100 in the height direction D2 (i.e., in the vertical direction) can be detected. In the detection process, the detection assembly 110 cannot be in rigid contact with structures such as a track beam (a detection mode of non-mechanical contact is adopted), so that the detection assembly 110 can be effectively protected, and the service life of the vehicle derailment detection device is prolonged.

It will be appreciated that the tendency to derail described herein refers to the risk of the vehicle being derailed, when the vehicle has not yet derailed, by taking relevant means such as activating the vehicle brake system when there is a tendency to derail, safety accidents can be avoided and losses reduced.

Preferably, the vehicle derailment detection system further comprises an alarm device and a display device. The alarm device and the display device are both electrically connected to the controller. The controller may control the alarm device to emit an alarm signal according to the detection result of the detection component 110. The alarm device may for example emit an alarm signal by sound, light or the like. The display device may be, for example, a display screen, and the controller is configured to control the display screen to display alarm information according to the detection result of the detection component 110.

As shown in fig. 5, in the present embodiment, the vehicle derailment detection system includes a ranging sensor, a zone controller, and a vehicle display screen warning system. When the vehicle 100 has a tendency to derail, once the ranging sensor detects that the vehicle 100 has an offset distance in the width direction D1 or the height direction D2 exceeding a predetermined threshold, the zone controller may make a judgment according to the detection result of the ranging sensor, and further control the vehicle display screen alarm system to display corresponding derail information and/or issue a corresponding alarm signal. Thereby alerting the staff.

Preferably, the predetermined threshold value in fig. 2 to 4 is half the road wheel width (L/2). It will be appreciated that the controller will determine that the vehicle 100 is derailing to the left when the vehicle 100 is offset to the left by a distance of L/2. When the distance to shift the vehicle 100 to the right reaches L/2, the controller determines that the vehicle 100 is derailed to the right. In fig. 5, the predetermined threshold value is m (predetermined distance), and the controller determines that the vehicle 100 is derailed upward when the distance by which the vehicle 100 is shifted upward reaches m. m may be L/2, for example.

In other embodiments of the present utility model, not shown, the threshold value may be set according to actual conditions, and may be set to, for example, L/4 to L/2. Multiple thresholds may also be set, for example, the controller controls the display to issue a first warning message when the offset distance reaches a first threshold, and the controller controls the display to issue a second warning message when the offset distance reaches a second threshold that is greater than the first threshold. The first warning information may be, for example, a warning information of "the vehicle has a tendency to derail", and the second warning information may be, for example, a warning information of "the vehicle has a tendency to derail and the vehicle needs emergency braking".

Preferably, the first detecting member 111 and the second detecting member 112 are both distance measuring sensors. For example, the ranging sensor may be selected from an ultrasonic ranging sensor, a laser ranging sensor, a radar sensor, or an infrared ranging sensor. The pitch (pitch in the width direction D1) between the ranging sensor and the rail beam on the corresponding side is detected by way of the generated wave and the reflected wave.

According to the present utility model, the vehicle 100 includes a vehicle derailment detection system and a brake system electrically connected to the controller.

Referring to fig. 5 and 6, the vehicle derailment detection system may monitor the operating state of the vehicle 100 in real time, and when the vehicle 100 has a derailment tendency, the zone controller controls the brake system to be activated to apply emergency braking to the vehicle 100.

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

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

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

Claims (13)

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

and a detection assembly for being fixedly provided to the vehicle, the detection assembly being located below a predetermined distance from a top surface of the rail beam for detecting a distance from the rail beam in a width direction of the vehicle.

2. The vehicle derailment detection apparatus of claim 1, wherein the track beam includes a first track beam and a second track beam, the detection assembly being disposed between the first track beam and the second track beam.

3. The vehicle derailment detection apparatus of claim 2, wherein the detection assembly comprises:

the first detection piece is arranged towards the inner side surface of the first track beam and is used for detecting a first distance between the first detection piece and the inner side surface of the first track beam in the width direction in real time; and

the second detection piece is arranged towards the inner side surface of the second track beam and is used for detecting the second distance between the second detection piece and the inner side surface of the second track beam in the width direction in real time.

4. The derailment detection apparatus for a vehicle according to claim 3, wherein,

the first detecting member or/and the second detecting member is located below a predetermined distance from the top surface of the rail beam.

5. A vehicle derailment detection apparatus according to claim 3, wherein the second detection member and the first detection member are symmetrically distributed with respect to a center in a width direction of the vehicle.

6. A vehicle derailment detection device according to claim 3, wherein the first detection member and the second detection member are distance measuring sensors.

7. The vehicle derailment detection apparatus according to claim 6, wherein the ranging sensor is an ultrasonic ranging sensor, a laser ranging sensor, a radar sensor, or an infrared ranging sensor.

8. The vehicle derailment detection device of any one of claims 1 to 7, further comprising a mount including a first connection end for fixedly connecting to the vehicle and a second connection end extending vertically downward below a predetermined distance from a top surface of the track beam;

the detection component is arranged to the second connecting end.

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

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

the vehicle derailment detection apparatus according to any one of claims 1 to 9; and

and the controller is electrically connected to the detection assembly to acquire a detection result of the detection assembly.

11. The vehicle derailment detection system of claim 10, further comprising an alarm device electrically connected to the controller, the controller configured to control the alarm device to emit an alarm signal; and/or

The vehicle derailment detection system further includes a display device electrically connected to the controller, the controller configured to control the display device to display alarm information.

12. A vehicle, characterized in that the vehicle comprises:

the vehicle derailment detection system according to claim 10 or 11, and

a brake system electrically connected to the controller;

the controller is configured to control activation of the brake system based on a detection result of the detection assembly to apply emergency braking to the vehicle when a tendency for derailment of the vehicle occurs.

13. The vehicle of claim 12, wherein the braking system comprises a time delay relay and an emergency braking circuit, the time delay relay electrically connected to the controller and the emergency braking circuit;

the controller controls the opening of the emergency brake circuit through the delay relay to apply emergency brake to the vehicle.