A dual-mode control system for mobile contact network at train loading station

Abstract

The present invention discloses a dual-mode control system for a mobile contact network at a train loading station, comprising a mobile contact network, a transmission shaft, a manual control gear, a driving gear, a driven gear, a sliding frame, a contact suspension, a steel wire rope, a lane-changing dial plate, and a cross-slide coupling; the driven gear is meshed with the driving gear; a cross-slide coupling capable of separating the shaft body is provided on the transmission shaft of the driving gear; the shaft body is an inner and outer sleeve structure, the inner shaft body and the outer sleeve cooperate with each other through a keyway, and a movable gear is fixed on the inner shaft body; the movable gear can move laterally along the direction of the inner and outer sleeve structures following the inner shaft body; a lane-changing dial plate is hinged between the cross-slide coupling and the movable gear that moves laterally following the shaft body; a manual control gear is fixed to the outer shaft sleeve in the rotation direction of the movable gear; by arranging a switching device on the top of the gantry of the mobile contact network, the switching operation can be quickly performed even if the staff is on the ground.

Description

Technical Field

[0001] The present invention relates to the technical field of train overhead contact network loading control, and in particular to a dual-mode control system for a mobile overhead contact network at a train loading station. Background Art

[0002] Mobile catenary is a common power supply network for electrified railways. It is a special type of transmission line erected above the railway line to supply power to electric locomotives. It consists of contact suspension, support devices, positioning devices, pillars, and foundations.

[0003] The mobile contact network is primarily supported by a gantry. Contact suspensions are installed beneath the gantry's crossbeams, and slideways on the gantry allow one side of the contact suspensions to be moved. When the two contact suspensions come into contact, the power supply line restores the railway power supply, while one contact suspension moves outward and then loses power. The power supply line can also avoid the corresponding hopper position above the carriage to prevent the power supply line from contacting the supply line when the hopper is unloading. This avoids the risk of electric shock during live loading and prevents the safe operation of the equipment.

[0004] Existing mobile contact networks are generally operated in an automatic control mode. When an emergency occurs on site, it is necessary to switch to manual mode. Since the driving methods of the automatic control mode and the manual mode are inconsistent, it is difficult to switch. This operation mode also has the following problems:

[0005] First, at this operating height, working at height is inherently dangerous. When emergency switching is required, preparations must be made before climbing, ensuring the safety of the workers. For example, tools needed for working at height, such as safety ropes, helmets, and climbing frames, must be prepared. Climbing and preparations before climbing seriously affect work efficiency.

[0006] 2. The top of the gantry is very close to the contact network power supply line, which poses a safety hazard to the personal safety of the workers during operation and is prone to electric shock. Summary of the Invention

[0007] In view of the shortcomings of the existing technology, the present invention provides a dual-mode control system for the mobile contact network of a train loading station. Through this control system, even if the staff is on the ground, they can quickly switch operations, improve the switching efficiency between automatic control mode and manual mode, and reduce the dangers brought to the staff by emergencies.

[0008] To achieve the above objectives, the present invention is implemented through the following technical solutions:

[0009] 1. A dual-mode control system for a mobile contact network at a train loading station, comprising a mobile contact network, a transmission shaft, a manual control gear, a driving gear, a driven gear, a sliding frame, a contact suspension, a wire rope, a lane change paddle, and an Oldham coupling; the mobile contact network comprises a gantry, a contact suspension, and a sliding frame; a slide groove is provided below the crossbeam of the gantry; a sliding frame is provided outside the crossbeam of the gantry; a contact suspension is fixed to the bottom of the sliding frame; driven gears are movably connected to each other at both ends of the slide groove of the gantry; a chain is driven between the driven gears, the middle portion of the chain is fixed to the sliding frame, and the chain drives the sliding frame to move back and forth horizontally;

[0010] The driven gear is meshed with the driving gear; the transmission shaft of the driving gear is provided with a cross slider coupling that can separate the shaft body; the shaft body is an inner and outer sleeve structure, the inner shaft body and the outer sleeve are matched through a keyway, and a movable gear is fixed on the inner shaft body; the movable gear can move laterally along the direction of the inner and outer sleeve structure following the inner shaft body; a lane change plate is hinged between the cross slider coupling and the movable gear that follows the laterally moving shaft body; through holes are respectively provided above and below the plate body of the lane change plate, and a steel wire rope is passed through the through holes; the steel wire rope is fixed to the hole located above the plate; a manual control gear is fixed to the outer sleeve in the rotation direction of the movable gear; when the cross slider coupling is in a separated state, the manual control gear meshes with the movable gear.

[0011] Preferably, the manual control gear includes: a first manual control gear, a second manual control gear, and a third manual control gear; the first manual control gear is arranged outside the rotation direction of the driving gear; when the Oldham coupling is in a disengaged state, the first manual control gear is engaged with the driving gear; the second manual control gear is coaxial with the first manual control gear; the third manual control gear is located below the second manual control gear and is driven by a chain.

[0012] Preferably, the Oldham coupling, the driving gear, the movable gear, and the first manual control gear are arranged inside the switching box.

[0013] Preferably, brackets are fixed to the edges of the switch box on both sides of the lane change plate; the brackets are hinged to the lane change plate; the length of the upper part of the lane change plate at the hinged position is greater than the length of the lower part at the hinged position.

[0014] Preferably, a first guide wheel is fixed to one end of the surface of the switching box; the guide wheel is arranged between the two through holes through which the wire rope passes through the lane change plate.

[0015] Preferably, a second guide wheel is provided on the outside of the switching box; the wire rope changes direction to vertically downward along the second guide wheel; a third guide wheel is fixed to the bottom of the gantry; and a rocker is fixed on the third guide wheel.

[0016] Preferably, the legs of the gantry are hollow structures; the second manual control gear and the third manual control gear are hidden in the hollow structure, and a notch is provided on the legs corresponding to the position of the third manual control gear.

[0017] Preferably, the shaft is connected to the driving end of the driving motor.

[0018] Preferably, a rocker plug-in hole is provided in the middle of the third manual control gear.

[0019] Preferably, a bracket is provided on one side of the mobile contact network along the direction of the power supply line; a support plate is fixed to the side of the bracket close to the power supply line, and the ends of the support plate are respectively fixed with a detection wire clamp and a discharge wire clamp; one end of the discharge wire clamp is connected to the ground wire, and the other end of the ground wire is directly buried underground; the detection wire clamp is connected to the grounding system monitoring alarm.

[0020] Preferably, guide rods are provided at both ends of the openings of the detection wire clamp and the discharge wire clamp respectively; one end of the guide rod is extended outwards to both sides of the opening to form an opening with an angle greater than that of the detection wire clamp.

[0021] The invention provides a dual-mode control system for a mobile contact network at a train loading station. The beneficial effects of the invention are as follows:

[0022] 1. Through this control system, workers can directly operate the switching mode on the ground near the gantry legs without having to climb up, avoiding the dangers of climbing up and improving switching efficiency.

[0023] 2. When switching, the movable gear lane change can be achieved by rotating the third guide wheel. The lane change lever has a large torque and is easy to switch.

[0024] 3. The control system also has a grounding detection function for disconnection from the grid. By discharging the wire clamp, the static electricity in the power supply line is grounded, avoiding the risk of electric shock during live loading and affecting the safe operation of the equipment.

[0025] 4. The control system is equipped with a detection wire clamp, which is connected to the grounding system monitoring alarm. The grounding system monitoring alarm can display whether the power supply line is completely discharged after being disconnected from the grid and grounded. If static electricity still exists, the grounding system monitoring alarm will display and alarm. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0027] Figure 1 It is a schematic diagram of the overall structure of the present invention.

[0028] Figure 2 It is a schematic diagram of the top structure of the present invention.

[0029] Figure 3 It is a schematic diagram of the cross-sectional structure of the gantry of the present invention.

[0030] Figure 4 This is a schematic diagram of the internal structure of the gantry of the present invention.

[0031] Figure 5 It is a schematic diagram of the internal structural connection relationship of the switch box of the present invention.

[0032] Figure 6 It is a schematic diagram of the steel wire rope direction-changing structure of the present invention.

[0033] Figure 7 It is a schematic structural diagram of the lane change paddle of the present invention.

[0034] Figure 8 Schematic diagram of the grounding connection relationship of the power supply line of the present invention.

[0035] Figure 9 It is a schematic diagram of the connection relationship structure of the wire clamp of the present invention.

[0036] Figure 10 Schematic diagram of the external structure of the wire clamp of the present invention.

[0037] Figure 11 Schematic diagram of the internal structure of the wire clamp of the present invention.

[0038] Figure 12 Schematic diagram of the circuit connection relationship of the present invention.

[0039] In the figure, the mobile contact network 1, the gantry 1-1, the sliding frame 1-2, the contact suspension 1-3, the switching box 2, the transmission shaft 3, the manual control gear 4, the first manual control gear 4-1, the second manual control gear 4-2, the third manual control gear 4-3, the driving gear 5, the driven gear 6, the movable gear 7, the wire rope 8, the lane change plate 9, the cross slider coupling 10, the chain 11, the first guide wheel 12, the second guide wheel 13, the third guide wheel 14, the bracket 15, the drive motor 16, the universal ball 17, the pillar 18, the support plate 19, the detection wire clamp 20, the discharge wire clamp 21, the grounding system monitoring alarm 22, the guide rod 23, the sound and light alarm 24, the power supply line 25, the pressure plate 26, and the coil spring 27. DETAILED DESCRIPTION

[0040] like Figure 1 As shown in ,2,4, a dual-mode switching device for a train mobile contact network 1 includes a mobile contact network 1, a transmission shaft 3, a manual control gear 4, a driving gear 5, a driven gear 6, a sliding frame 1-2, a contact suspension 1-3, a wire rope 8, a lane change plate 9, and a cross slider coupling 10; the mobile contact network 1 includes a gantry 1-1, a contact suspension 1-3 and a sliding frame 1-2; a slide groove is provided under the cross beam of the gantry 1-1; a sliding frame 1-2 is provided on the outside of the cross beam of the gantry 1-1; a contact suspension 1-3 is fixed to the bottom of the sliding frame 1-2; and driven gears are movably connected at both ends of the slide groove of the gantry 1-1. Gear 6; the driven gear 6 is transmitted by a chain 11; in order to ensure that the driving gear is in the switching box 2, the driven gear 6 can be coaxially set to 2, extending the meshing position of the driven gear; in the switching box 2, the middle part of the chain 11 is fixed to the sliding frame 1-2, and the sliding frame 1-2 is driven by the chain 11 to move horizontally back and forth, and rollers are provided on both sides of the sliding frame 1-2; grooves are provided on both sides of the gantry frame 1-1 beam corresponding to the rollers, and the rollers move in the grooves; this part is a structural part of the existing mobile contact network 1, and the sliding frame 1-2 cooperates with the gear set of the designed part through the chain 11 to achieve an overall linkage effect.

[0041] The specific connection is as follows: first, the driven gear 6 of the mobile contact network 1 is meshed with the driving gear 5 of the design part; the transmission shaft 3 of the driving gear 5 is provided with a cross-slider coupling 10 that can separate the shaft body; the shaft body is an inner and outer sleeve structure, the inner shaft body and the outer sleeve are matched through a keyway, and a movable gear 7 is fixed to the inner shaft body; the movable gear 7 can move laterally along the direction of the inner and outer sleeve structure following the inner shaft body; a lane change plate 9 is hinged between the cross-slider coupling 10 and the movable gear 7 that moves laterally with the shaft body; the lane change plate 9 has through holes on the upper and lower sides of the plate body, and a steel wire rope 8 is passed through the through holes; the steel wire rope 8 is fixed to the hole located above the plate; a manual control gear 4 is fixed to the outer sleeve in the rotation direction of the movable gear 7; when the cross-slider coupling 10 is in the separated state, the manual control gear 4 meshes with the movable gear 7 to achieve a switching effect between manual mode and automatic control; the shaft body needs to be connected to the driving end of the drive motor 16 to provide the rotational force for automatic control.

[0042] like Figure 3-6 As shown, in order to change the transmission direction and initial operating position of the gear set, it is specifically implemented as follows:

[0043] The manual control gear 4 includes: a first manual control gear 4-1, a second manual control gear 4-2, and a third manual control gear 4-3; the first manual control gear 4-1 is arranged on the outside of the rotation direction of the driving gear 5; when the cross slider coupling 10 is in a disengaged state, the first manual control gear 4-1 is engaged with the driving gear 5; the second manual control gear 4-2 is coaxial with the first manual control gear 4-1; the third manual control gear 4-3 is located below the second manual control gear 4-2, in the same horizontal plane, and is driven by a chain 11. The third manual control gear 4-3 is located at the bottom of the gantry 1-1, which is a position convenient for staff to operate, and can be located at a position approximately one meter two to one meter six from the ground.

[0044] like Figure 3-5 As shown, the cross slider coupling 10, the driving gear 5, the movable gear 7, and the first manual control gear 4-1 are arranged on the inner side of the switching box 2. The switching box 2 acts as a shaft body and supports the rotation of the lane change dial 9, and can also play the role of protecting the gear set; the switching box 2 is fixed with brackets 15 on the edges of the lane change dial 9 on both sides; the brackets 15 are hinged to the lane change dial 9; the length of the upper part of the lane change dial 9 at the hinged position is greater than the length of the lower part of the hinged position. In this way, the lane change dial 9 is supported and can be rotated to both sides; when rotating, it is driven by the wire rope 8, and the upper length of the lane change dial 9 is larger, so it is more labor-saving to switch when the torque is large; a groove is provided at the bottom of the lane change dial 9, and the groove can prevent the lane change dial from changing in position relationship with the shaft body when rotating, which may affect the shaft body.

[0045] like Figure 4 As shown in Figures 6 and 7, in actual operation, due to the large friction between the wire rope 8 and the shift plate, a first guide wheel 12 is fixed to one end of the surface of the switching box 2; the guide wheel is arranged between the two through holes of the lane change shift plate 9 through which the wire rope 8 passes; the wire rope 8 is a ring-shaped closed structure, and the wire rope 8 is wound in multiple groups at the position of the third guide wheel 14 to prevent the wire rope 8 from slipping during rotation; a second guide wheel 13 is also provided on the outside of the switching box 2; the wire rope 8 changes direction vertically downward along the second guide wheel 13, changing the transmission direction of the wire rope 8; a third guide wheel 14 is fixed to the bottom of the gantry 1-1; a rocker is fixed on the third guide wheel 14, and the third guide wheel 14 is a device operated by the staff, who can directly rotate the rocker. Secondly, when changing lanes, there is a phenomenon that after the lane change plate shifts the gear, friction is likely to occur between the side of the gear or the side of the cross slider coupling 10. In order to avoid this phenomenon, universal balls 17 are fixed on both sides of the bottom plate of the lane change plate 9 to reduce the friction coefficient through the rolling friction of the balls.

[0046] like Figure 1 As shown in Figure 6, the legs of the gantry 1-1 are hollow structures; the second manual control gear 4-2 and the third manual control gear 4-3 are hidden in the hollow structure and can play the role of protecting the chain 11; the legs corresponding to the position of the third manual control gear 4-3 are provided with a notch, which is reserved for the manual mode operation space of the third manual control gear 4-3.

[0047] like Figure 8-11 As shown, a discharge platform is provided on one side of the mobile contact network along the direction of the power supply line 25; a support 18 is provided at the bottom of the discharge platform; a support plate is fixed to the side of the bracket close to the power supply line 25, and a detection wire clamp 20 and a discharge wire clamp 21 are fixed to the ends of the support plate respectively; the support plate and the power supply line 25 are kept perpendicular to each other, and the opening in the middle of the wire clamp is in the same horizontal plane as the power supply line 25, to ensure that the power supply line 25 will not be offset or misaligned when it moves outward; the structure of the detection wire clamp 20 and the discharge wire clamp 21 are consistent; the detection wire clamp 20 and the discharge wire clamp 21 are U-shaped; guide rods 23 are provided at both ends of the opening of the U-shaped structure of the detection wire clamp 20; one end of the guide rod 23 extends to both sides of the opening It expands outward to form an opening with an angle larger than the detection wire clamp 20; the setting of the guide rod 23 is because, in practice, there is a certain deviation between the upper and lower parts of the power supply line 25, and it is easy to offset. The guide rod 23 can correct the offset power supply line 25; the inner side of the opening of the U-shaped structure is movably connected with a relative pressure plate 26; the hinge position of the pressure plate 26 is fixed with a reset spring 27; the inner end of the spring 27 is fixed to the shaft, and the outer end of the spring 27 is connected to the pressure plate 26, and the fixing method of the spring 27 providing elastic force is a commonly used fixing technology; the position where the pressure plate 26 clamps the power supply line 25 is provided with a groove, which fits the outer periphery of the power supply line 25 to increase the contact area.

[0048] like Figure 8 、 9 As shown in Figures 10 and 12, the openings of the detection clamp 20 and discharge clamp 21 face toward the power supply line 25. One end of the discharge clamp 21 is connected to the ground wire, the other end of which is buried directly underground. The detection clamp 20 is connected to the grounding system monitoring alarm 22. An audible and visual alarm 24 is also connected in series to the grounding system monitoring alarm 22, allowing personnel to quickly obtain information and troubleshoot the fault based on the alarm information. Unless otherwise specified, all mounting methods are welded or screwed using commonly used techniques used by industry professionals.

[0049] The workflow is as follows:

[0050] When the mobile overhead contact network is withdrawn from the grid, the contact suspension drives the power supply line 25 outward. When it reaches its maximum position, the power supply line 25 engages the detection clamp 20 and the discharge clamp 21, respectively. At this point, the static electricity within the power supply line 25 is directed to the ground through the ground wire connected to the discharge clamp 21. The grounding system monitoring alarm 22 connected to the detection clamp 20 is then activated, and the instrument display is checked to see if there is any incomplete or incomplete discharge. If this occurs, personnel are required to check both clamps for problems and whether the connected wires are broken.

[0051] The mobile contact network de-grid is divided into manual mode and automatic mode; the mode switching is generally switching from automatic mode to manual mode, the automatic mode is the existing common mode, and the manual mode is set for emergency use; each time the manual mode is used, it is necessary to switch back to automatic mode; when the manual mode needs to be switched in a specific situation, the staff stands at the position of the third guide wheel 14, and then shakes the third guide wheel 14, the third guide wheel 14 rotates, driving the wire rope 8; the wire rope 8 will pull the dial plate along the direction of rotation of the roller, and the dial plate will dial the cross slider coupling 10 to disengage it. When it is pulled to the maximum position, the movable gear 7 engages with the first manual control gear 4-1, and the mode switching can be completed by rotating the third guide wheel 14.

[0052] The above description is only a preferred specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any technician familiar with the technical field, within the technical scope disclosed by the present invention, who makes equivalent replacements or changes based on the technical solution and inventive concept of the present invention, should be covered by the scope of protection of the present invention.

Claims

1. A dual-mode control system for a moving contact network at a train loading station, comprising a moving contact network, a transmission shaft, a manual control gear, a driving gear, a driven gear, a sliding frame, a contact suspension, a wire rope, a lane change plate, and an Oldham coupling; The movable contact network includes a gantry, a contact suspension, and a sliding frame; a slide groove is provided below the crossbeam of the gantry; a sliding frame is provided outside the crossbeam of the gantry; a contact suspension is fixed to the bottom of the sliding frame; driven gears are movably connected to each other at both ends of the slide groove of the gantry; the driven gears are driven by a chain, the middle part of the chain is fixed to the sliding frame, and the chain drives the sliding frame to move back and forth horizontally; Its characteristics are: The driven gear meshes with the driving gear; a cross-slide coupling capable of separating the shaft is provided on the transmission shaft of the driving gear; the shaft is an inner and outer sleeve structure, the inner shaft and the outer sleeve cooperate through a keyway, and a movable gear is fixed to the inner shaft; the movable gear can move laterally along the direction of the inner and outer sleeve structure following the inner shaft; the shaft is connected to the driving end of the drive motor; A lane-changing plate is hingedly connected between the Oldham coupling and the movable gear that moves laterally with the shaft. Through holes are respectively provided on the upper and lower sides of the lane-changing plate, and steel wire ropes are passed through the through holes. The steel wire ropes are fixed to the holes above the plate. A manual control gear is fixed to the shaft sleeve on the outer side of the rotation direction of the movable gear; when the Oldham coupling is in a disengaged state, the manual control gear is engaged with the movable gear; the manual control gear includes: a first manual control gear, a second manual control gear, and a third manual control gear; the first manual control gear is arranged on the outer side of the rotation direction of the driving gear; when the Oldham coupling is in a disengaged state, the first manual control gear is engaged with the driving gear; the second manual control gear is coaxial with the first manual control gear; the third manual control gear is transmitted to the second manual control gear through a chain.

2. A dual-mode control system for a mobile overhead contact network at a train loading station according to claim 1, characterized in that: The cross slide coupling, the driving gear, the movable gear and the first manual control gear are arranged inside the switching box.

3. A dual-mode control system for a mobile overhead contact network at a train loading station according to claim 2, characterized in that: Brackets are fixed to the edges of the switch box on both sides of the lane change paddle; the brackets are hinged to the lane change paddle; the length of the upper part of the lane change paddle at the hinged position is greater than the length of the lower part at the hinged position.

4. The dual-mode control system for a mobile overhead contact network at a train loading station according to claim 3, characterized in that: A first guide wheel is fixed to one end of the surface of the switching box; the guide wheel is arranged between the two through holes through which the steel wire rope passes through the lane change plate.

5. The dual-mode control system for a mobile overhead contact network at a train loading station according to claim 4, characterized in that: A second guide wheel is provided on the outside of the switching box; the wire rope changes direction along the second guide wheel to be vertically downward; a third guide wheel is fixed to the bottom of the gantry; and a rocker is fixed on the third guide wheel.

6. The dual-mode control system for a mobile overhead contact network at a train loading station according to claim 1, characterized in that: The legs of the gantry are hollow structures; the second manual control gear and the third manual control gear are hidden in the hollow structure, and a notch is provided in the legs corresponding to the position of the third manual control gear.

7. The dual-mode control system for a mobile overhead contact network at a train loading station according to claim 6, characterized in that: A rocker plug-in hole is provided in the middle of the third manual control gear.

8. The dual-mode control system for a mobile overhead contact network at a train loading station according to claim 1, characterized in that: A bracket is provided on one side of the mobile contact network along the direction of the power supply line; a support plate is fixed to the side of the bracket close to the power supply line, and the ends of the support plate are respectively fixed with a detection wire clamp and a discharge wire clamp; one end of the discharge wire clamp is connected to the ground wire, and the other end of the ground wire is directly buried underground; the detection wire clamp is connected to the grounding system monitoring alarm.

9. The dual-mode control system for a mobile overhead contact network at a train loading station according to claim 8, characterized in that: Guide rods are respectively provided at both ends of the openings of the detection wire clamp and the discharge wire clamp; one end of the guide rod is stretched outwards to both sides of the opening to form an opening with an angle greater than that of the detection wire clamp.

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