A rail electrification device and its usage method

Abstract

This invention discloses a rail electrification device and its usage method, comprising: a base assembly, an inductive assembly, and a mounting assembly; support frames are respectively provided at the bottom of both ends of the crossbeam, and rollers are placed on the rails on both sides; the inductive assembly includes conductive brushes disposed at the bottom of the support frames on both sides, and a battery disposed on one side of the crossbeam, the conductive brushes adaptively contacting the rails in the working state; one end of the mounting assembly is connected to the middle of the crossbeam via a rotating shaft, and the other end is connected to the railway working trolley; this invention also discloses the usage method of the rail electrification device, which facilitates connection with different railway working trolleys, improves versatility and adaptability, and utilizes the voltage difference formed by the rails themselves to maintain stable current transmission of the device, synchronously forming a display signal between the working trolley and the back-end dispatching room, ensuring that relevant personnel are promptly informed of the railway operation status, effectively improving the safety and efficiency of vehicle dispatching.

Description

Technical Field

[0001] This invention belongs to the field of railway maintenance technology, specifically a rail electrification device and its usage method. Background Technology

[0002] With the increase in the operating mileage of high-speed railways, regular maintenance is required to ensure the safe operation of high-speed railways. In the field of railway maintenance, various railway maintenance trolleys have been developed and applied, such as track inspection instruments, grinding trolleys, inertial navigation trolleys, bolt tightening trolleys, etc. The drive and control of high-speed railways have been fully electrified and intelligentized. There is a voltage difference between the rails on both sides of the high-speed railway. When the two sides of the rails are connected, a corresponding red light band will appear in the background dispatch room, indicating that there are vehicles working on this section of the line.

[0003] In related technologies, to avoid the appearance of red light bands in the back-end dispatching room and affect dispatching efficiency, all of the above-mentioned railway working trolleys adopt insulation technology to prevent the two rails from conducting. However, when the trolley is working on the track, the back-end dispatching room cannot detect that a trolley is working, which may lead to safety loopholes in the dispatching plan, resulting in collision accidents and seriously affecting railway safety.

[0004] To avoid such accidents, a rail electrification device is needed. This device utilizes the voltage difference between the rails to form a circuit, which synchronously generates a display signal on the work trolley and in the dispatching room to indicate that a vehicle is in operation. This eliminates the need to apply additional voltage to both ends of the rails, thus avoiding interference with the track circuit and affecting vehicle dispatching. Summary of the Invention

[0005] The purpose of this invention is to provide a rail electrification device and its usage method to solve at least one aspect of the problems and defects mentioned in the background art.

[0006] Specifically, the first aspect of this invention discloses a rail electrification device, comprising:

[0007] Base assembly, inductor assembly, and mounting assembly;

[0008] The base assembly is provided with a crossbeam along the width of the rails on both sides. Support frames are provided at the bottom of both ends of the crossbeam. Rollers are provided on the inner side of the support frames on both sides. The rollers are placed on the rails on both sides.

[0009] The inductive component includes conductive brushes disposed at the bottom of the support frames on both sides, and a battery disposed on one side of the crossbeam. The conductive brushes and the battery are connected by wires. The conductive brushes make adaptive contact with the rail in the working state.

[0010] One end of the mounting assembly is connected to the middle of the crossbeam via a rotating shaft, and the other end is connected to the railway working trolley.

[0011] By placing the device on the rails, rotating the mounting assembly 90°, and connecting it to the railway maintenance trolley via the grippers, the rollers on both sides of the crossbeam are placed on the rails on both sides, and the conductive brushes on both sides make adaptive contact with the rails, connecting the rails via wires. When the battery switch is turned on, the power indicator light of the device illuminates. After the rails are connected via the conductive brushes, the current passes through the inductive assembly, triggering its electromagnetic field, and a red line appears on the monitoring screen in the control room. After the operation is completed, the battery switch is turned off, the grippers are released, and the mounting assembly is retracted to be parallel to the crossbeam. The device is then removed from the rails, and the red line disappears from the monitoring screen in the control room.

[0012] This rail-connected electrical device, through its mounting components, facilitates connection with various railway operation trolleys, enhancing its versatility and adaptability. Utilizing the voltage difference within the rails themselves to form a circuit, it maintains stable current transmission, synchronously generating display signals between the operation trolley and the control room to indicate that a train is in operation. This eliminates the need for additional voltage applied to both ends of the rails, avoiding interference with the track circuits. It ensures that relevant personnel are promptly informed of the railway operation status, reducing the risk of accidents caused by track circuit interference leading to incorrect train dispatching and effectively improving the safety and efficiency of train dispatching.

[0013] As a further embodiment of the present invention: the inductive component further includes a current transformer disposed on the crossbeam, the current transformer having a through hole in the middle, and the conductor passing through the through hole.

[0014] Since the inductive assembly also includes a current transformer installed on the crossbeam, and the current transformer has a through hole in the middle, through which the wires are passed, the current transformer can monitor the current of the rail in real time. This helps the dispatch room monitor the circuit status and current changes during operation, and can promptly detect abnormal current conditions and take necessary measures to prevent potential safety hazards caused by faults, thereby improving the reliability and safety of the equipment.

[0015] As a further embodiment of the present invention: an indicator device is provided on the other side of the crossbeam and is provided corresponding to the battery.

[0016] As a further embodiment of the present invention: the top of the indicating device is provided with a power sensor light and an indicator light.

[0017] An indicator device is installed on the other side of the crossbeam, corresponding to the battery. The top of the indicator device is equipped with a power sensor light and an indicator light. The power sensor light makes it easy to observe the operation of the device, ensuring that the device is in normal working condition and improving the efficiency of rail inspection and maintenance. At the same time, the indicator light can synchronize the signal to the back-end dispatch room, which can effectively provide vehicle dispatching guidance for the staff in the back-end dispatch room, avoid safety accidents caused by vehicle dispatching errors, and further improve the reliability and safety of the device.

[0018] As a further embodiment of the present invention: the mounting assembly includes a connecting rod, one end of which is provided with a spring pin, and a gripper is provided on the spring pin, the gripper being connected to the working trolley.

[0019] Because the mounting assembly includes a connecting rod with a spring pin at one end and a gripper on the spring pin, which connects to the working trolley, the device can be quickly connected to various railway working trolleys via the mounting assembly. This simplifies the complex operation process. The gripper can firmly hold the device on the working trolley, ensuring its stability during operation and preventing the mounting assembly from loosening or falling off due to vibration or impact. This improves the versatility and stability of the device.

[0020] As a further embodiment of the present invention: the other end of the connecting rod is connected to the middle of the crossbeam.

[0021] As a further embodiment of the present invention: the connecting rod can rotate along the crossbeam via the pivot.

[0022] Because the other end of the connecting rod is connected to the middle of the crossbeam, the connecting rod can rotate along the crossbeam via the pivot, allowing the connecting rod to rotate freely within a certain range. This enables the device to more flexibly follow the working trolley and adapt to the curves and gradients of the railway line, reducing the difficulty of operation on complex sections, enhancing the operational flexibility of the device, and improving work efficiency.

[0023] The second aspect of this invention discloses a method for using a rail electrification device, comprising the following steps:

[0024] S1. Place the base assembly of the device on the rail and rotate the mounting assembly by 90°;

[0025] S2. Connect to the work trolley via the mounting assembly;

[0026] S3. The inductive component is connected to the rails on both sides and a signal is sent to the back-end dispatch room simultaneously.

[0027] It also includes the following steps:

[0028] S01. The rollers on both sides of the crossbeam are respectively placed on the steel rails on both sides, and the conductive brushes on both sides of the inductive component make adaptive contact with the steel rails on both sides, and conduct the connection between the steel rails on both sides through the wire.

[0029] S02. Turn on the battery switch, and the power sensor light on the indicator device will illuminate.

[0030] S03. After the steel rails on both sides are connected through the conductive brush, the current passes through the current transformer to trigger its electromagnetic field, the indicator light lights up, and a red line appears on the monitoring screen in the background dispatch room.

[0031] S04. After the operation is completed, turn off the battery switch, release the gripper, and rotate the mounting assembly to be parallel to the crossbeam. Remove the device from the rail, and the red line prompt on the monitoring screen in the background dispatch room will disappear.

[0032] The rail electrification device allows for rapid connection and conduction to the rails on both sides via a base assembly. Different railway trolleys can be quickly attached via a mounting assembly. Simultaneously, the device's energization and operational status are monitored in real-time by an induction assembly, providing synchronized display signals to the dispatching room. This ensures relevant personnel are promptly informed of railway operation status, reducing the risk of accidents caused by track circuit interference leading to vehicle dispatching errors, and effectively improving the safety and efficiency of vehicle dispatching. Attached Figure Description

[0033] To facilitate understanding by those skilled in the art, the present invention will be further described below with reference to the accompanying drawings.

[0034] Figure 1 A schematic diagram of the planar structure of a rail-connected electrical device;

[0035] Figure 2 A schematic diagram of a three-dimensional structure of a rail-connected electrical device;

[0036] Figure 3 for Figure 2 Enlarged view of a portion at point A;

[0037] Figure 4 for Figure 2 A magnified view of section B;

[0038] Figure 5 This is a schematic diagram of the structure of a rail-connected electrical device after its mounting components have been retracted.

[0039] Figure label:

[0040] 1. Rail; 2. Base assembly; 21. Crossbeam; 22. Support frame; 23. Roller; 3. Inductive assembly; 31. Conductive brush; 32. Battery; 33. Wire; 34. Current transformer; 341. Through hole; 35. Indicator; 351. Power sensor light; 352. Indicator light; 4. Mounting assembly; 41. Shaft; 42. Connecting rod; 43. Spring pin; 44. Gripper. Detailed Implementation

[0041] To make the objectives, technical solutions, and advantages of the present invention clearer, the technical solutions of the present invention will be further described in detail below through embodiments and in conjunction with the accompanying drawings. In this specification, the same or similar reference numerals indicate the same or similar components. The following description of the embodiments of the present invention with reference to the accompanying drawings is intended to explain the overall inventive concept of the present invention and should not be construed as a limitation thereof.

[0042] Furthermore, in the following detailed description, numerous specific details are set forth for ease of explanation to provide a thorough understanding of the embodiments disclosed herein. However, it will be apparent that one or more embodiments may be practiced without these specific details. In other instances, well-known structures and apparatuses are illustrated to simplify the figures.

[0043] like Figure 1-5 The embodiment of the present invention shown includes a rail electrification device comprising: a base assembly 2, an inductive assembly 3, and a mounting assembly 4; the base assembly 2 has a crossbeam 21 arranged along the width of the two rails 1, and support frames 22 are respectively arranged at the bottom of both ends of the crossbeam 21, and rollers 23 are respectively arranged on the inner side of the support frames 22 on both sides, with the rollers 23 placed on the two rails 1; the inductive assembly 3 includes conductive brushes 31 arranged at the bottom of the support frames 22 on both sides, and a battery 32 arranged on one side of the crossbeam 21, the conductive brushes 31 and the battery 32 being connected by wires 33; the conductive brushes 31 make adaptive contact with the rails 1 in the working state; one end of the mounting assembly 4 is connected to the middle of the crossbeam 21 through a rotating shaft 41, and the other end is connected to the railway working trolley.

[0044] In use, the device is placed on rail 1, the mounting assembly 4 is rotated 90°, and connected to the railway maintenance trolley via gripper 44. Rollers 23 on both sides of the crossbeam 21 are placed on the two rails 1 respectively, and the conductive brushes 31 on both sides make adaptive contact with the two rails 1, and conduction is achieved through wires 33. At this time, the battery switch 32 is turned on. After the two rails 1 are connected through the conductive brushes 31, the current passes through the inductive assembly 2 to trigger its electromagnetic field, and a red line appears on the monitoring screen in the background dispatch room. After the operation is completed, the battery switch 32 is turned off, the gripper 44 is released, and the mounting assembly 4 is retracted to be parallel to the crossbeam 21. The device is removed from rail 1, and the red line disappears from the monitoring screen in the background dispatch room.

[0045] Specifically, the rail electrification device, through the mounting component 4, facilitates connection with different railway operation trolleys, improving the device's versatility and adaptability. Utilizing the voltage difference formed by the rail 1 itself to maintain stable current transmission, the device synchronously generates display signals between the operation trolley and the back-end dispatch room, indicating that a train is in operation. There is no need to apply additional voltage to both ends of the rail 1, avoiding interference with the track circuit. This ensures that relevant personnel are promptly informed of the railway operation status, reduces the risk of vehicle dispatching errors caused by track circuit interference, and effectively improves the safety and efficiency of vehicle dispatching.

[0046] like Figure 4 As shown, the inductor assembly 3 also includes a current transformer 34 mounted on the crossbeam 21. The current transformer 34 has a through hole 341 in the middle, and the conductor 33 passes through the through hole 341.

[0047] Specifically, since the inductive component 3 also includes a current transformer 34 installed on the crossbeam 21, and a through hole 341 is provided in the middle of the current transformer 34, the conductor 33 passes through the through hole 341. The current passes through the current transformer 34 to trigger its electromagnetic field, so that the current transformer 34 can monitor the current of the rail in real time, help the back-end dispatch room monitor the circuit status and current changes during operation, can detect abnormal current in time, and take necessary measures to prevent potential safety hazards caused by faults, thereby improving the reliability and safety of the equipment.

[0048] like Figure 4 As shown, an indicator device 35 is provided on the other side of the crossbeam 21 and is correspondingly provided with the battery 32; a power sensor light 351 and an indicator light 352 are provided on the top of the indicator device 35.

[0049] Specifically, an indicator device 3 is installed on the other side of the crossbeam 21, corresponding to the battery 32; the top of the indicator device 35 is equipped with a power sensor light 351 and an indicator light 352. The power sensor light 351 facilitates observation of the device's operation, ensuring that the device is in normal working condition and improving the efficiency of inspection and maintenance of the rail 1; at the same time, the indicator light 352 can synchronize the signal to the back-end dispatch room, effectively providing vehicle dispatch guidance for the staff in the back-end dispatch room, avoiding safety accidents caused by vehicle dispatching errors, and further improving the reliability and safety of the device.

[0050] like Figure 1 As shown, the mounting assembly 4 includes a connecting rod 42, one end of which is provided with a spring pin 43, and a gripper 44 is provided on the spring pin 43, which is connected to the working trolley.

[0051] Specifically, since the mounting assembly 4 includes a connecting rod 42, one end of which is provided with a spring pin 43, and a gripper 44 is provided on the spring pin 43, and the gripper 44 is connected to the working trolley, the device can be quickly connected to various railway working trolleys through the mounting assembly 4, simplifying the complex operation process. The gripper 44 can firmly hold the device on the working trolley, ensuring the stability of the device during operation and preventing the mounting assembly 4 from loosening or falling off due to vibration or impact, thus improving the versatility and stability of the device.

[0052] Furthermore, the other end of the connecting rod 42 is connected to the middle of the crossbeam 21; the connecting rod 42 can rotate along the crossbeam 21 via the pivot 41.

[0053] Specifically, since the other end of the connecting rod 42 is connected to the middle of the crossbeam 21, the connecting rod 21 can rotate along the crossbeam 21 through the pivot 41, allowing the connecting rod 42 to rotate freely within a certain range. This enables the device to more flexibly follow the working trolley and adapt to the curves and gradients of the railway line, reducing the difficulty of operation on complex sections, enhancing the operational flexibility of the device, and improving work efficiency.

[0054] A second aspect of the present invention also discloses a method of using a rail electrification device, comprising the following steps:

[0055] S1. Place the base assembly 2 of the device on the rail 1 and rotate the mounting assembly 4 by 90°;

[0056] S2. Connect to the work trolley via mounting component 4;

[0057] S3, connects to the two side rails 1 through the induction component 3, and simultaneously sends a signal to the back-end dispatch room.

[0058] It also includes the following steps:

[0059] S01, the rollers 23 on both sides of the crossbeam 21 are placed on the two side rails 1 respectively, and the conductive brushes 31 on both sides of the inductive component 3 make adaptive contact with the two side rails 1, and conduct the two side rails 1 through the wire 33.

[0060] S02. Turn on the battery 32 switch, and the power sensor light 351 of the indicator device 35 will light up;

[0061] S03. After the two steel rails 1 are connected by the conductive brush 31, the current passes through the current transformer 34 to trigger its electromagnetic field, the indicator light 352 lights up, and a red line appears on the monitoring screen of the background dispatch room.

[0062] S04. After the operation is completed, turn off the battery 32 switch, release the clamp 44, and rotate the mounting component 4 to be parallel to the crossbeam 21. Remove the device from the rail 1, and the red line prompt on the monitoring screen in the background dispatch room will disappear.

[0063] Specifically, the rail electrification device can be quickly connected to the rail 1 and conduct electricity through the base component 2, and different railway work trolleys can be quickly attached through the mounting component 4. At the same time, the induction component 3 can detect the power supply status and working status of the device in real time and provide synchronous display signals to the back-end dispatching room, ensuring that relevant personnel are informed of the railway operation status in a timely manner, reducing the risk of safety accidents caused by vehicle dispatching errors due to track circuit interference, and effectively improving the safety and efficiency of vehicle dispatching.

[0064] The specific embodiments described above further illustrate the purpose, technical solution, and beneficial effects of the present invention. It should be understood that the above descriptions are merely specific embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A rail electrification device, characterized in that, include: Base assembly (2), inductor assembly (3) and mounting assembly (4); The base assembly (2) is provided with a crossbeam (21) along the width of the rails (1) on both sides. Support frames (22) are provided at the bottom of both ends of the crossbeam (21). Rollers (23) are provided on the inner side of the support frames (22) on both sides. The rollers (23) are placed on the rails (1) on both sides. The inductive component (3) includes a conductive brush (31) disposed at the bottom of the support frame (22) on both sides, and a battery (32) disposed on one side of the crossbeam (21). The conductive brush (31) and the battery (32) are connected by a wire (33). The conductive brush (31) makes adaptive contact with the rail (1) in the working state. One end of the mounting assembly (4) is connected to the middle of the crossbeam (21) via a pivot (41), and the other end is connected to the railway working trolley; The inductive component (3) also includes a current transformer (34) disposed on the crossbeam (21), and a through hole (341) is provided in the middle of the current transformer (34), through which the conductor (33) passes. An indicator device (35) is provided on the other side of the crossbeam (21) and is provided correspondingly to the battery (32); The top of the indicator device (35) is provided with a power sensor light (351) and an indicator light (352). Indicator light (352) synchronizes the signal to the back-end dispatch room; The mounting assembly (4) includes a connecting rod (42), one end of which is provided with a spring pin (43), and a gripper (44) is provided on the spring pin (43), which is connected to the working trolley.

2. The rail electrification device according to claim 1, characterized in that, The other end of the connecting rod (42) is connected to the middle of the crossbeam (21).

3. The rail electrification device according to claim 2, characterized in that, The connecting rod (42) can rotate along the crossbeam (21) via the pivot (41).

4. A method of using the rail electrification device as described in any one of claims 1 to 3, characterized in that, Includes the following steps: S1. Place the base assembly (2) of the device on the rail (1) and rotate the mounting assembly (4) by 90°. S2, Connected to the work trolley via the mounting assembly (4); S3. The inductive component (3) is connected to the rails (1) on both sides and a signal is sent to the back-end dispatch room simultaneously. The method of use also includes the following steps: S01. The rollers (23) on both sides of the crossbeam (21) are respectively placed on the two sides of the rails (1), and the conductive brushes (31) on both sides of the inductive component (3) make adaptive contact with the two sides of the rails (1), and conduct the two sides of the rails (1) through the wire (33). S02, turn on the battery (32) switch, and the power sensor (351) of the indicator (35) lights up; S03. After the steel rails (1) on both sides are connected through the conductive brush (31), the current passes through the current transformer (34) to trigger its electromagnetic field, the indicator light (352) lights up, and a red line appears on the monitoring screen of the background dispatch room. S04. After the operation is completed, turn off the battery (32) switch, release the gripper (44), and rotate the mounting component (4) to be parallel to the crossbeam (21). Remove the device from the rail (1), and the red line prompt on the monitoring screen of the background dispatch room will disappear.

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