An ice detection device and de-icing equipment for an overhead catenary system

Abstract

The present application provides an icing detection device and de-icing equipment for an overhead catenary system of a railway, belonging to the technical field of icing detection. The icing detection device for the overhead catenary system of a railway includes a laser emitter, a silicon photovoltaic panel, a voltage detection unit, and a result output unit. The light-receiving surface of the silicon photovoltaic panel includes a receiving area and a cancellation area. The laser emitter is used to emit laser light that irradiates the overhead catenary system to be detected and the receiving area. The silicon photovoltaic cell arrays in the receiving area and the cancellation area are connected in reverse series. The more ice forms on the overhead catenary system, the larger the area of the laser light irradiated onto the receiving area that is blocked by the overhead catenary system and the ice, the less laser light irradiates onto the receiving area, and the lower the voltage output by the silicon photovoltaic panel. When the output voltage of the silicon photovoltaic panel is less than a preset value, the result output unit outputs a signal indicating that icing has occurred on the overhead catenary system. Through the processing solution of the present application, the detection effect of icing detection for the overhead catenary system of a railway is improved.

Description

Technical Field

[0001] This application relates to the field of icing detection, and in particular to an icing detection device and de-icing equipment for an overhead catenary system of a railway track. Background Art

[0002] Rain, snow and freezing weather pose great challenges to the transportation industry. Among them, the overhead catenary system of a railway track will be iced due to the adverse weather of freezing rain. The ice layer will reduce the contact performance between the pantograph and the catenary, resulting in power outages, short circuits, arcing and other phenomena, seriously affecting the operation efficiency and safety of the railway. In addition, icing of the catenary also occurs in subways and light rails running on the ground.

[0003] Currently, the de-icing of the catenary mainly includes manual de-icing, mechanical de-icing, DC ice melting, UAV de-icing and some other methods. The detection of catenary icing is essential for track de-icing. The existing detection methods along the railway track are as follows: 1. Manual inspection, which is inefficient and unsafe; 2. Ice detection devices along the railway track, that is, using icing sensors based on different principles, which are convenient to use but prone to false alarms and missed alarms; 3. UAV inspection, which requires manual operation and is affected by freezing rain, endangering the safety of UAVs; 4. Image processing technology, which has been greatly developed in recent years, and there are already many data processing methods for icing detection; however, it is difficult to detect icing at night, and the image processing speed is slow, so it is impossible to achieve dynamic monitoring on a moving special train.

[0004] In addition, although research and trials have been carried out on the ice melting technology for the overhead catenary system of a railway track, there are still many limitations: 1. A lot of equipment is required, such as traction transformers, converter transformers and rectifying equipment, etc. These equipments are inconvenient to transport and costly; 2. The operation is troublesome. Ice melting often takes 2-4 hours. If the ice coating is thick, it cannot be completely melted, and even only the ice layer on the surface of the catenary can be melted while the outer shell cannot be melted, forming an "ice sleeve" which is even more harmful; 3. The equipment needs to work when the train is out of service, which will also affect the power supply system; 4. The equipment will be idle for a long time when there is no ice disaster, and the maintenance cost is high. Summary of the Invention

[0005] In view of this, this application provides an icing detection device and de-icing equipment for an overhead catenary system of a railway track, which solves the problems in the prior art and improves the detection effect of icing detection on the overhead catenary system of a railway track and the de-icing effect of the catenary.

[0006] On the one hand, an icing detection device for an overhead catenary system of a railway track provided by this application adopts the following technical solutions:

[0007] An ice detection device for an overhead catenary of a track, which is used to be installed on a train running on the track. The ice detection device for the overhead catenary of the track includes a laser emitter, a silicon photovoltaic panel, a voltage detection unit and a result output unit. The laser emitter and the silicon photovoltaic panel are respectively located on opposite sides of the catenary to be detected. The silicon photovoltaic panel includes a number of silicon photovoltaic cells distributed in an array, and the specifications of each silicon photovoltaic cell are the same. The light-receiving surface of the silicon photovoltaic panel includes a receiving area and a cancellation area. A number of silicon photovoltaic cells within the receiving area are connected in series, and a number of silicon photovoltaic cells within the cancellation area are connected in series. The number of silicon photovoltaic cells in the receiving area and the cancellation area is the same. The laser emitter is used to emit laser light that irradiates the catenary to be detected and the receiving area. The voltage detection unit is used to detect the output voltage of the silicon photovoltaic panel. The result output unit is electrically connected to the voltage detection unit, and the result output unit is used to output a signal indicating whether the catenary is iced up;

[0008] Wherein, the silicon photovoltaic cell arrays in the receiving area and the cancellation area are connected in reverse series. The more ice there is on the catenary, the larger the area of the laser light irradiated onto the receiving area blocked by the catenary and the ice, the less laser light irradiates onto the receiving area, and the lower the output voltage of the silicon photovoltaic panel. If the output voltage of the silicon photovoltaic panel is less than a preset value, the result output unit outputs a signal indicating that the catenary is iced up.

[0009] Optionally, the laser emitter and the silicon photovoltaic panel are spaced apart in the width direction of the train. The silicon photovoltaic panel includes a first area, a second area and a third area arranged in sequence from top to bottom. The first area, the second area and the third area are all silicon photovoltaic cell arrays composed of a number of silicon photovoltaic cells distributed in an array. The silicon photovoltaic cells in the first area are connected in series, the silicon photovoltaic cells in the second area are connected in series, and the silicon photovoltaic cells in the third area are connected in series. The sum of the number of silicon photovoltaic cells in the first area and the third area is equal to the number of silicon photovoltaic cells in the second area. The silicon photovoltaic cell arrays in the first area and the second area are connected in reverse series, and the silicon photovoltaic cell arrays in the third area and the second area are connected in reverse series. The range of the laser light emitted by the laser emitter corresponds to the second area.

[0010] Optionally, the laser emitter is used to emit line laser light that irradiates the receiving area, and the length direction of the line laser light is arranged in the vertical direction.

[0011] On the other hand, an ice removal device for an overhead catenary of a track provided by the present application adopts the following technical solution:

[0012] An ice removal device for an overhead catenary system, which is used to be installed on a train running on a track. The ice removal device for the overhead catenary system includes a train running on the track, and a first detection device, a first ice removal device, a second detection device, a second ice removal device, an ice scraping device, and a spraying device that are installed on the top of the train and distributed in sequence from the front of the train to the rear of the train;

[0013] Both the first detection device and the second detection device are the above-mentioned ice detection devices for the overhead catenary system;

[0014] The first ice removal device is used to knock on the overhead catenary system after the first detection device detects ice on the overhead catenary system. The second ice removal device is used to knock on the overhead catenary system after the second detection device detects ice on the overhead catenary system;

[0015] The ice scraping device is used to scrape the ice remaining on the overhead catenary system after ice removal by the ice removal device;

[0016] The spraying device is used to spray or apply an anti-icing liquid or an ice removal agent on the overhead catenary system that has undergone ice removal and ice scraping;

[0017] Among them, after the first detection device detects ice on the overhead catenary system and outputs an ice formation signal on the overhead catenary system, the first ice removal device, the ice scraping device, and the spraying device are started; after the second detection device outputs an ice formation signal on the overhead catenary system, the second ice removal device is started. After the second detection device outputs a signal indicating that there is no ice on the overhead catenary system, the second ice removal device is closed. After the first detection device continuously outputs results indicating that there is no ice on the overhead catenary system within a preset time, the first ice removal device, the ice scraping device, and the spraying device are closed.

[0018] Optionally, both the first ice removal device and the second ice removal device include a plurality of ice removal units. Each ice removal unit includes a driving member, a mounting shaft, and a plurality of ice hitting heads. The driving member is fixed on the top of the train. The output end of the driving member is fixedly connected to the mounting shaft. The axial direction of the mounting shaft is arranged along the traveling direction of the train. The ice hitting heads are mounted on the mounting shaft. The plurality of ice hitting heads are spaced apart along the axial direction of the mounting shaft. The ice hitting head includes a disc coaxial with the mounting shaft and a plurality of protrusions mounted on the outer edge of the disc. The disc is fixedly mounted on the mounting shaft. The protrusions protrude outward in the radial direction of the disc. The plurality of protrusions are evenly distributed along the circumferential direction of the disc. A hitting ice rod is mounted on the protrusion. One end of the hitting ice rod is rotatably connected to the protrusion. The hitting ice rod is used to contact and knock on the overhead catenary system. The rotation axis of the hitting ice rod connected to the protrusion is parallel to the axial direction of the mounting shaft. The driving member drives the mounting shaft and the ice hitting heads to rotate, and the rotation of the ice hitting heads drives the plurality of hitting ice rods to knock on the overhead catenary system in sequence.

[0019] Optionally, the installation shaft is located below the catenary, and the height difference between the axis of the installation shaft and the catenary is less than the maximum distance from the end of the ice-breaking rod away from the protrusion to the axis of the installation shaft in the rotating state.

[0020] Optionally, both the first ice-removing device and the second ice-removing device include four ice-removing units, namely the first ice-removing unit, the second ice-removing unit, the third ice-removing unit, and the fourth ice-removing unit. The first ice-removing unit and the second ice-removing unit form the first ice-removing group, the third ice-removing unit and the fourth ice-removing unit form the second ice-removing group. The first ice-removing group and the second ice-removing group are spaced apart in the train traveling direction. The ice-breaking heads of the first ice-removing unit and the second ice-removing unit are spaced apart in the width direction of the train. The ice-breaking heads of the third ice-removing unit and the fourth ice-removing unit are spaced apart in the width direction of the train. The rotation ranges of the ice-breaking rods of the two ice-removing units in the same ice-removing group intersect, and the height of the highest point of the intersection area of the rotation ranges of the ice-breaking rods of the two ice-removing units in the same ice-removing group is greater than or equal to the height of the catenary.

[0021] Optionally, the protrusions on different ice-breaking heads of the same ice-removing unit are staggered in the circumferential direction of the installation shaft.

[0022] Optionally, the first ice-removing group and the second ice-removing group are staggered in the train traveling direction.

[0023] Optionally, the rotation directions of the installation shafts of the first ice-removing unit and the second ice-removing unit are the same, the rotation directions of the installation shafts of the third ice-removing unit and the fourth ice-removing unit are the same, and the rotation directions of the installation shafts of the first ice-removing unit and the third ice-removing unit are opposite.

[0024] Optionally, the ice-breaking rod is arranged in an arc shape, and the convex surface of the arc-shaped ice-breaking rod is used to contact the catenary.

[0025] Optionally, the hardness of the ice-breaking rod is greater than the hardness of ice and less than the hardness of the catenary.

[0026] Optionally, the track catenary ice-removing device further includes a first lifting device and a second lifting device. The first lifting device and the second lifting device are installed on the top of the train. The first ice-removing device is installed on the output end of the first lifting device, and the second ice-removing device is installed on the output end of the second lifting device.

[0027] Optionally, the spraying device includes a contact plate and a liquid storage tank. The liquid storage tank stores an anti-icing liquid or a de-icing agent. The contact plate is provided with a liquid outlet channel, and an overflow port is arranged on the top surface of the contact plate. The overflow port is communicated with the liquid outlet channel. The anti-icing liquid or the de-icing agent in the overflow port on the contact plate is used to contact the catenary. The length of the overflow port along the width direction of the train is greater than or equal to the width of the catenary. The liquid outlet channel in the contact plate is communicated with the liquid storage tank through a pipeline and a liquid delivery pump.

[0028] In summary, the present application includes the following beneficial technical effects:

[0029] For the detection of whether the catenary is frozen in the present application, it is not affected by the external environmental light, and the icing detection of the catenary can be realized at night; moreover, since the present application only needs to detect the voltage data output by the silicon photovoltaic panel, the detection data is less, and it does not involve complex algorithms or image processing, and the judgment is rapid, and dynamic monitoring can be realized on the de-icing equipment running at a relatively high speed.

[0030] The de-icing equipment of the present application detects the icing of the catenary through a laser and a silicon photovoltaic panel, and cooperates with a rotating ice-breaking rod to de-ice the catenary in a high-speed and high-frequency hitting manner.

[0031] After the first detection device outputs results indicating that the catenary is not frozen within the preset time in the present application, the first de-icing device, the ice-scraping device and the spraying device are closed, avoiding the situation where the first de-icing device stops and starts repeatedly when a small middle section is not frozen but the rear section is frozen, and also improving the problem that the repeated start of the first de-icing device affects the de-icing effect during the rapid running of the train. Therefore, in the present application, the first de-icing device, the ice-scraping device and the spraying device are stopped only after the first detection device does not detect contact icing for a period of time, improving the operation stability of the equipment and the de-icing effect. Description of the Drawings

[0032] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the drawings required to be used in the embodiments. Obviously, the drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0033] Figure 1 It is a schematic structural diagram of a laser generator and a silicon photovoltaic panel when the catenary of the present application is not frozen;

[0034] Figure 2 It is a schematic structural diagram of a laser generator and a silicon photovoltaic panel when the catenary of the present application is frozen;

[0035] Figure 3 It is a schematic structural diagram of the silicon photovoltaic panel of the present application;

[0036] Figure 4 This is a schematic diagram of the overall structure of the ice removal equipment for the overhead catenary of this application;

[0037] Figure 5 This is a schematic diagram of the structure of the ice removal unit of this application;

[0038] Figure 6 This is a schematic diagram of the structure of the ice breaking head and the ice breaking rod of this application;

[0039] Figure 7 This is a schematic diagram of the rotation range of the ice breaking rod of a single ice removal unit of this application;

[0040] Figure 8 This is a schematic diagram of the rotation range of the ice breaking rods of the same ice removal group of this application;

[0041] Figure 9 This is a schematic diagram of the rotation directions of the ice breaking rods of four ice removal units of this application;

[0042] Figure 10 This is a schematic diagram of the structure of the spraying device of this application.

[0043] Explanation of reference numerals: 1. Overhead catenary; 2. Laser emitter; 3. Silicon photovoltaic panel; 31. Receiving area; 32. Canceling area; 41. First detection device; 42. First ice removal device; 43. Second detection device; 44. Second ice removal device; 45. Ice scraping device; 46. Spraying device; 461. Contact plate; 462. Infusion pump; 463. Overflow port; 464. Pipeline; 465. Liquid storage tank; 51. First ice removal unit; 52. Second ice removal unit; 53. Third ice removal unit; 54. Fourth ice removal unit; 61. Driving member; 62. Mounting shaft; 63. Ice breaking head; 631. Disc; 632. Protrusion; 64. Ice breaking rod; 65. Connecting shaft. Detailed implementation manners

[0044] The embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0045] The following describes the implementation modes of the present application through specific examples, and those skilled in the art can easily understand other advantages and effects of the present application from the content disclosed in this specification. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all embodiments. The present application can also be implemented or applied through other different specific implementation modes, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present application. It should be noted that, without conflict, the following embodiments and the features in the embodiments can be combined with each other. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present application.

[0046] It should be noted that the following describes various aspects of the embodiments within the scope of the appended claims. It should be apparent that the aspects described herein can be embodied in a wide variety of forms, and any specific structure and / or function described herein is merely illustrative. Based on the present application, those skilled in the art should understand that one aspect described herein can be implemented independently of any other aspect, and two or more of these aspects can be combined in various ways. For example, any number of aspects described herein can be used to implement the device and / or practice the method. Additionally, this device and / or this method can be implemented using other structures and / or functions in addition to one or more of the aspects described herein.

[0047] It should also be noted that the drawings provided in the following embodiments only illustrate the basic concept of the present application schematically. The drawings only show the components related to the present application, rather than being drawn according to the number, shape, and size of the components in actual implementation. The type, quantity, and proportion of each component in actual implementation can be arbitrarily changed, and the component layout type may also be more complex.

[0048] In addition, in the following description, specific details are provided to facilitate a thorough understanding of the examples. However, those skilled in the art will understand that the described aspects can be practiced without these specific details.

[0049] The embodiment of the present application provides an icing detection device for an overhead catenary of a track.

[0050] An icing detection device for an overhead catenary of a track is used to be installed on a train running on the track.

[0051] Such as Figure 1 and Figure 2As shown in the figure, the icing detection device for the overhead contact line includes a laser emitter 2, a silicon photovoltaic panel 3, a voltage detection unit, and a result output unit. The laser emitter 2 and the silicon photovoltaic panel 3 are respectively located on opposite sides of the overhead contact line 1 to be detected. The silicon photovoltaic panel includes a number of silicon photovoltaic cells distributed in an array, and the specifications of each silicon photovoltaic cell are the same. The light-receiving surface of the silicon photovoltaic panel 3 facing the laser emitter 2 includes a receiving area 31 and a cancellation area 32. A number of silicon photovoltaic cells within the receiving area 31 are connected in series, and a number of silicon photovoltaic cells within the cancellation area 32 are connected in series. The number of silicon photovoltaic cells in the receiving area 31 and the cancellation area 32 is the same. The laser emitter 2 is used to emit laser light that irradiates on the overhead contact line 1 and the receiving area 31. A part of the laser light emitted by the laser emitter 2 is blocked by the overhead contact line 1, and the remaining part falls within the range of the receiving area 31. The voltage detection unit is connected to the electrodes of the silicon photovoltaic panel. The voltage detection unit is used to detect the output voltage of the silicon photovoltaic panel 3. The result output unit is electrically connected to the voltage detection unit. The result output unit receives the voltage value output by the voltage detection unit. The result output unit is used to output a signal indicating whether the overhead contact line 1 is iced based on the magnitude of the output voltage of the silicon photovoltaic panel 3.

[0052] Among them, the silicon photovoltaic cell arrays in the receiving area 31 and the cancellation area 32 are connected in reverse series. The more ice forms on the overhead contact line 1, the larger the area of the laser light irradiated on the receiving area 31 blocked by the overhead contact line 1 and the ice, the less laser light irradiates on the receiving area 31, the lower the output voltage of the silicon photovoltaic panel 3. When the output voltage of the silicon photovoltaic panel 3 is less than a preset value, the result output unit outputs a signal indicating that icing has occurred on the overhead contact line.

[0053] Specifically, when a silicon photovoltaic cell is irradiated with light, it will output current and voltage. The silicon photovoltaic panel 3 of this application is designed with a receiving area 31 and a cancellation area 32. The number of silicon photovoltaic cells in the silicon photovoltaic cell array in the receiving area 31 and the silicon photovoltaic cell array in the cancellation area 32 is the same. All the silicon photovoltaic cells in the receiving area 31 are connected in series with each other, and the silicon photovoltaic cells in the cancellation area 32 are also connected in series with each other; the silicon photovoltaic cell arrays in the receiving area 31 and the cancellation area 32 are connected in reverse series. Connecting the silicon photovoltaic cell arrays in the receiving area 31 and the cancellation area 32 in reverse series can be understood as: connecting the positive electrodes of the two batteries. If the voltages output by the two batteries are the same, the voltage between the negative electrodes of the two batteries is zero. If the voltage of one battery is greater than that of the other battery, there is a voltage output between the negative electrodes of the two batteries; when natural light irradiates on the silicon photovoltaic panel 3, the number of silicon photovoltaic cells in the receiving area 31 and the cancellation area 32 is the same. When receiving the same natural light irradiation, the current and voltage generated in the receiving area 31 and the cancellation area 32 are the same, and the voltage output by the entire silicon photovoltaic panel 3 to the outside is zero. As Figure 1 shown, when the overhead contact line 1 is in an un-iced state, the area of the laser light blocked by the overhead contact line 1 is limited. Figure 1The shaded part is the laser path. At this time, the receiving area 31 is irradiated by natural light and a large amount of laser light, and the cancellation area 32 is only irradiated by natural light. The voltage generated in the receiving area 31 is greater than the voltage in the cancellation area 32, so the entire silicon photovoltaic panel 3 outputs a relatively large voltage. As Figure 2 shown, when there is icing on the catenary 1, the area where the laser is blocked by the catenary 1 and the ice increases. Figure 2 The shaded part is the laser path. The area of the receiving area 31 irradiated by the laser decreases, the voltage generated in the receiving area 31 decreases, and the entire silicon photovoltaic panel 3 outputs a relatively small voltage. By designing an appropriate preset value, when the voltage output by the silicon photovoltaic panel 3 is lower than the preset value, it can be determined that icing has occurred on the catenary 1.

[0054] The detection of whether the catenary 1 is iced in this application is not affected by the external environmental light, and the icing detection of the catenary 1 at night can be realized. Moreover, since this application only needs to detect the voltage data output by the silicon photovoltaic panel 3, the amount of detected data is small, and it does not involve complex algorithms or image processing, and the judgment is rapid, so dynamic monitoring can be realized on a de-icing device running at a relatively high speed.

[0055] As Figure 3 shown, the laser emitter 2 and the silicon photovoltaic panel 3 are distributed at intervals in the train width direction, the light-receiving surface of the silicon photovoltaic panel 3 is arranged vertically, the silicon photovoltaic panel 3 includes a first area, a second area, and a third area distributed in sequence from top to bottom. The first area, the second area, and the third area are all silicon photovoltaic cell arrays composed of a plurality of arrays of silicon photovoltaic cells. The sum of the number of silicon photovoltaic cells in the first area and the third area is equal to the number of silicon photovoltaic cells in the second area. The silicon photovoltaic cell arrays in the first area and the second area are connected in reverse series, and the silicon photovoltaic cell arrays in the third area and the second area are connected in reverse series. The laser range emitted by the laser emitter 2 corresponds to the second area. Among them, the second area serves as the receiving area 31, and the first area and the third area serve as the cancellation area 32, so that the receiving area 31 is located in the middle position of the entire silicon photovoltaic panel 3, making full use of the areas above and below the side of the catenary 1, and the area of the silicon photovoltaic panel 3 can be increased in a limited space, improving the problem that the laser cannot stably fall on the receiving area 31 due to the shaking during the train operation, and improving the accuracy of catenary icing detection.

[0056] Specifically, the laser emitter 2 is used to emit a line laser that irradiates the receiving area 31, and the length direction of the line laser is arranged vertically.

[0057] An embodiment of this application also discloses a track catenary de-icing device for being installed on a train running on a track.

[0058] As Figure 4As shown in the figure, an ice removal device for an overhead catenary of a railway track includes a train running on the track, and a first detection device 41, a first ice removal device 42, a second detection device 43, a second ice removal device 44, an ice scraping device 45, and a spraying device 46 that are installed on the top of the train and are distributed in sequence from the front of the train to the rear of the train.

[0059] Both the first detection device 41 and the second detection device 43 are the above-mentioned ice detection devices for the overhead catenary of the railway track; the first ice removal device 42 is used to knock on the overhead catenary 1 for ice removal after the first detection device 41 detects that the overhead catenary 1 is frozen, and the second ice removal device 44 is used to knock on the overhead catenary 1 for ice removal after the second detection device 43 detects that the overhead catenary 1 is frozen; the ice scraping device 45 is used to scrape the remaining ice on the overhead catenary 1 after ice removal by the ice removal device; the spraying device 46 is used to spray or apply an anti-icing liquid or de-icing agent on the overhead catenary 1 that has been de-iced and scraped.

[0060] Among them, after the first detection device 41 detects that the overhead catenary 1 is frozen and outputs an ice freezing signal of the overhead catenary 1, the first ice removal device 42, the ice scraping device 45, and the spraying device 46 are started; after the second detection device 43 outputs an ice freezing signal of the overhead catenary 1, the second ice removal device 44 is started, and after the second detection device 43 outputs a signal that the overhead catenary 1 is not frozen, the second ice removal device 44 is closed. After the first detection device 41 continuously outputs results that the overhead catenary 1 is not frozen within a preset time, the first ice removal device 42, the ice scraping device 45, and the spraying device 46 are closed.

[0061] In one embodiment, the preset time is 5 minutes. In this application, after the first detection device 41 detects that the overhead catenary 1 is frozen, the first ice removal device 42 is started to remove ice. The second detection device 43 is used to detect whether the ice covering on the overhead catenary 1 after ice removal by the first ice removal device 42 is completely removed. If it is completely removed, the second detection device 43 detects that the overhead catenary 1 is not frozen and outputs a result that the overhead catenary 1 is not frozen, and the second ice removal device 44 is not started. If it is not completely removed, the second detection device 43 detects that the overhead catenary 1 is frozen and outputs a result that there is ice covering on the overhead catenary 1, and the second ice removal device 44 is started. As long as the first detection device 41 detects that the overhead catenary 1 is frozen, the ice scraping device 45 and the spraying device 46 are started.

[0062] When there is rain or snow in a certain area as a whole in winter, there will be some areas in the middle section where there is no rain or snow. In this case, for the catenary 1 in a relatively long section of track line, there will be a situation where the front catenary 1 is frozen, the middle catenary 1 is not frozen but the rear catenary 1 is frozen. In the present application, after the first detection device 41 outputs results indicating that the catenary 1 is not frozen within the preset time, the first de-icing device 42, the ice scraping device 45 and the spraying device 46 are closed, so as to avoid the situation where the first de-icing device stops and starts repeatedly when there is a small section in the middle that is not frozen but the rear area is frozen, and it also improves the problem that the repeated start of the first de-icing device affects the de-icing effect during the rapid running of the train. Therefore, in the present application, the first de-icing device, the ice scraping device 45 and the spraying device 46 are stopped only after the first detection device 41 does not detect contact icing for a period of time, so as to improve the de-icing effect.

[0063] As Figure 5 and Figure 6 shown, both the first de-icing device 42 and the second de-icing device 44 include a plurality of de-icing units. Each de-icing unit includes a driving member 61, a mounting shaft 62 and a plurality of ice-breaking heads 63. The driving member 61 is fixed on the top of the train. The output end of the driving member 61 is fixedly connected to the mounting shaft 62. The axial direction of the mounting shaft 62 is arranged along the running direction of the train. The ice-breaking heads 63 are mounted on the mounting shaft 62. The plurality of ice-breaking heads 63 are spaced apart along the axial direction of the mounting shaft 62. The ice-breaking head 63 includes a disc 631 coaxial with the mounting shaft 62 and a plurality of protrusions 632 mounted on the outer edge of the disc 631. The disc 631 is fixedly mounted on the mounting shaft 62. The protrusions 632 protrude outward in the radial direction of the disc 631. The plurality of protrusions 632 are evenly distributed along the circumferential direction of the disc 631. An ice-breaking rod 64 is mounted on the protrusion 632. One end of the ice-breaking rod 64 is rotatably connected to the protrusion 632. The ice-breaking rod 64 is used to contact and strike the catenary 1. The rotating shaft of the ice-breaking rod 64 connected to the protrusion 632 is parallel to the axial direction of the mounting shaft 62. The driving member 61 drives the mounting shaft 62 and the ice-breaking head 63 to rotate. Under the action of centrifugal force, the plurality of ice-breaking rods 64 rotate and spread out. The rotation of the ice-breaking head 63 drives the plurality of ice-breaking rods 64 to strike the catenary 1 in turn, so as to de-ice the catenary 1 by high-speed and high-frequency impacts.

[0064] In one embodiment, the driving member 61 is a motor. Both ends of the mounting shaft 62 are mounted on the top of the train through bearings and bearing seats, and the ice-breaking head 63 is mounted in the middle of the mounting shaft 62; the protrusion 632 and the disc 631 are integrally provided. The protrusion 632 is specifically two sheet-like structures. A round hole is provided at one end of the ice-breaking rod 64 connected to the protrusion 632. A connecting shaft 65 or a bolt is provided in the middle of the two sheet-like structures. The round hole on the ice-breaking rod 64 is sleeved on the outer periphery of the connecting shaft 65 or the bolt, so that the ice-breaking rod 64 and the protrusion 632 form a rotational connection. The axial direction of the connecting shaft 65 is parallel to the axial direction of the mounting shaft 62. The rotation speed and power of the motor are related to the running speed of the train and the severity of icing. The faster the train runs, the higher the rotation speed of the motor; the greater the thickness of the ice, the greater the torque of the selected motor should be.

[0065] The mounting shaft 62 is located below the catenary 1 to prevent the ice-breaking rod 64 from touching the positioner or the suspension wire.

[0066] As Figure 7 shown, the height difference between the axis of the mounting shaft 62 and the catenary 1 is less than the maximum distance from the end of the ice-breaking rod 64 away from the protrusion 632 to the axis of the mounting shaft 62 in the rotating state. The maximum distance from the end of the ice-breaking rod 64 away from the protrusion 632 to the axis of the mounting shaft 62 refers to the distance from the end of the ice-breaking rod 64 away from the protrusion 632 to the axis of the mounting shaft 62 when the ice-breaking rod 64 is fully dispersed under the action of centrifugal force after rotation. Such a setting allows the catenary 1 to be hit by the ice-breaking rod 64 when the catenary 1 moves relative to the train within a certain range in the width direction of the train, improving the de-icing effect.

[0067] As Figure 4 shown, both the first de-icing device 42 and the second de-icing device 44 include four de-icing units, which are the first de-icing unit 51, the second de-icing unit 52, the third de-icing unit 53, and the fourth de-icing unit 54 respectively. The first de-icing unit 51 and the second de-icing unit 52 form the first de-icing group, and the third de-icing unit 53 and the fourth de-icing unit 54 form the second de-icing group. The first de-icing group and the second de-icing group are spaced apart in the traveling direction of the train. The ice-breaking heads 63 of the first de-icing unit 51 and the second de-icing unit 52 are spaced apart in the width direction of the train, and the ice-breaking heads 63 of the third de-icing unit 53 and the fourth de-icing unit 54 are spaced apart in the width direction of the train. Designing two de-icing units simultaneously along the width direction in the same de-icing group can further expand the striking range of the first de-icing device 42 and the second de-icing device 44. And as Figure 8 shown, the rotation ranges of the ice-breaking rods 64 of the two de-icing units in the same de-icing group cross, and the height of the highest point of the cross region of the rotation ranges of the ice-breaking rods 64 of the two de-icing units in the same de-icing group is greater than or equal to the height of the catenary 1, further expanding the effective knocking range of the de-icing device.

[0068] As Figure 5 shown, the protrusions 632 on different ice-breaking heads 63 of the same ice-removing unit are staggeredly distributed in the circumferential direction of the mounting shaft 62. This can ensure that even when the train is running at high speed, the ice-breaking rods 64 on the ice-breaking heads 63 can fully strike the catenary 1.

[0069] As Figure 4 shown, the first ice-removing group and the second ice-removing group are staggeredly distributed in the train traveling direction. The straight line passing through the centers of the first ice-removing unit 51 and the second ice-removing unit 52 and parallel to the axis of the mounting shaft 62 is the first straight line, and the straight line passing through the centers of the third ice-removing unit 53 and the fourth ice-removing unit 54 and parallel to the axis of the mounting shaft 62 is the second straight line. The fact that the first ice-removing group and the second ice-removing group are staggeredly distributed in the train traveling direction specifically means that the first straight line and the second straight line are parallel and have a gap in the train width direction. Such a setting can enable the two ice-removing groups to cover a wider range and improve the ice-removing effect on the zigzag catenary 1. The distance between the first straight line and the second straight line can be specifically designed according to the width of the zigzag catenary 1.

[0070] As Figure 9 shown, the rotation directions of the mounting shafts 62 of the first ice-removing unit 51 and the second ice-removing unit 52 are the same, the rotation directions of the mounting shafts 62 of the third ice-removing unit 53 and the fourth ice-removing unit 54 are the same, and the rotation directions of the mounting shafts 62 of the first ice-removing unit 51 and the third ice-removing unit 53 are opposite. In one embodiment, the rotation direction of the mounting shafts 62 of the first ice-removing unit 51 and the second ice-removing unit 52 is clockwise, and the rotation direction of the mounting shafts 62 of the third ice-removing unit 53 and the fourth ice-removing unit 54 is counterclockwise. In this way, the resultant force exerted on the catenary 1 by the four ice-removing units can be offset, and the torque exerted on the catenary 1 can also be offset, with only local force and torque acting on the contact part. In addition, in the embodiment of the present application, the motor heat dissipation ends of the two ice-removing groups are arranged back to back to ensure good heat dissipation of the motor.

[0071] The ice-breaking rod 64 is arranged in an arc shape, and the convex surface of the arc-shaped ice-breaking rod 64 is used to contact the catenary 1. The length, curvature, and cross-sectional shape of the ice-breaking rod 64 can be adjusted according to requirements. The cross-sectional shape of the ice-breaking rod 64 can be circular, oval, triangular, etc.

[0072] The hardness of the ice-breaking rod 64 is greater than that of ice and less than that of the catenary 1. In this way, it can break the accumulated ice while preventing damage to the catenary 1. In one embodiment, the ice-breaking rod 64 is made of brass rod material; during live working, the material of the ice-breaking rod 64 can be selected as polytetrafluoroethylene or nylon.

[0073] The overhead catenary de-icing equipment further includes a first lifting device and a second lifting device. The first lifting device and the second lifting device are installed on the top of the train. The first de-icing device 42 is installed on the output end of the first lifting device, and the second de-icing device 44 is installed on the output end of the second lifting device. Specifically, the lifting device can be a cylinder or an electric cylinder. The top end of the telescopic shaft of the cylinder or the electric cylinder is connected to a lifting plate, and the first lifting device and the second lifting device are installed on the lifting plate. The height difference between the installation shaft 62 and the catenary 1 is adjusted by the lifting device.

[0074] The ice scraping device 45 is a device installed on the top of the train for scraping ice using a copper plate.

[0075] The spraying device 46 covers the surface of the de-iced catenary 1 with an anti-icing liquid or a de-icing agent by spraying or smearing, so as to delay or prevent the catenary 1 from forming secondary ice in a short time. Spraying can use a conventional nozzle. The smearing method is designed as follows:

[0076] As Figure 10 shown, the spraying device 46 includes a contact plate 461 and a liquid storage tank 465. The liquid storage tank 465 stores an anti-icing liquid or a de-icing agent. A liquid outlet channel is provided in the contact plate 461. An overflow port 463 is provided on the top surface of the contact plate 461. The overflow port 463 is communicated with the liquid outlet channel. The anti-icing liquid or the de-icing agent in the overflow port 463 on the contact plate 461 is used to contact the catenary 1. The length of the overflow port 463 in the train width direction is greater than or equal to the width of the catenary 1. The liquid outlet channel in the contact plate 461 is communicated with the liquid storage tank 465 through a pipeline 464 and a liquid infusion pump 462.

[0077] The contact plate 461 imitates the shape of the pantograph, so that the contact plate 461 abuts against the catenary 1 from below. The contact plate 461 is made of graphite, and narrow slits are opened on the surface as the overflow port 463, allowing the anti-icing liquid or the de-icing agent to enter the liquid outlet channel from the liquid storage tank 465 after being pressurized by the liquid infusion pump 462 and then overflow from the overflow port 463. Since the catenary 1 is in a zigzag shape, the catenary 1 will reciprocally rub on the contact plate 461, so that the anti-icing liquid or the de-icing agent can be automatically smeared on the catenary 1.

[0078] The above is only the specific implementation manner of the present application, but the protection scope of the present application is not limited thereto. Any change or replacement that can be easily thought of by those skilled in the art within the technical scope disclosed in the present application should be covered by the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. An ice detection device for an overhead catenary, which is used to be installed on a train running on a track, and is characterized in that, The overhead contact line icing detection device includes a laser emitter (2), a silicon photovoltaic panel (3), a voltage detection unit, and a result output unit. The laser emitter (2) and the silicon photovoltaic panel (3) are respectively located on opposite sides of the detected overhead contact line (1). The silicon photovoltaic panel (3) includes a number of silicon photovoltaic cells distributed in an array, and the specifications of each silicon photovoltaic cell are the same. The light-receiving surface of the silicon photovoltaic panel (3) includes a receiving area (31) and a cancellation area (32). A number of silicon photovoltaic cells within the receiving area (31) are connected in series, and a number of silicon photovoltaic cells within the cancellation area (32) are connected in series. The number of silicon photovoltaic cells in the receiving area (31) and the cancellation area (32) is the same. The laser emitter (2) is used to emit laser light that irradiates the detected overhead contact line (1) and the receiving area (31). The voltage detection unit is used to detect the output voltage of the silicon photovoltaic panel (3). The result output unit is electrically connected to the voltage detection unit, and the result output unit is used to output a signal indicating whether the overhead contact line (1) is iced up; Among them, the silicon photovoltaic cell arrays in the receiving area (31) and the cancellation area (32) are connected in reverse series. The more ice forms on the overhead contact line (1), the larger the area of the laser light irradiated onto the receiving area (31) that is blocked by the overhead contact line (1) and the ice, the less laser light irradiates onto the receiving area (31), and the lower the output voltage of the silicon photovoltaic panel (3). When the output voltage of the silicon photovoltaic panel (3) is less than a preset value, the result output unit outputs a signal indicating that the overhead contact line (1) is iced up; The laser emitter (2) and the silicon photovoltaic panel (3) are spaced apart in the train width direction. The silicon photovoltaic panel (3) includes a first area, a second area, and a third area that are distributed in sequence from top to bottom. The first area, the second area, and the third area are all silicon photovoltaic cell arrays composed of a number of silicon photovoltaic cells distributed in an array. The silicon photovoltaic cells in the first area are connected in series, the silicon photovoltaic cells in the second area are connected in series, and the silicon photovoltaic cells in the third area are connected in series. The sum of the number of silicon photovoltaic cells in the first area and the third area is equal to the number of silicon photovoltaic cells in the second area. The silicon photovoltaic cell arrays in the first area and the second area are connected in reverse series, and the silicon photovoltaic cell arrays in the third area and the second area are connected in reverse series. The laser range emitted by the laser emitter (2) corresponds to the second area; The laser emitter (2) is used to emit a line laser that irradiates the receiving area (31), and the length direction of the line laser is set along the vertical direction.

2. An ice removal device for an overhead catenary on a track, which is used to be installed on a train running on the track, and is characterized in that, The overhead contact line de-icing equipment includes a first detection device (41), a first de-icing device (42), a second detection device (43), a second de-icing device (44), a scraping device (45), and a spraying device (46) that are installed on the top of the train and distributed in sequence from the head to the tail; Both the first detection device (41) and the second detection device (43) are the overhead contact line icing detection devices of claim 1; The first de-icing device (42) is used to strike the catenary (1) after the first detection device (41) detects icing on the catenary (1), and the second de-icing device (44) is used to strike the catenary (1) after the second detection device (43) detects icing on the catenary (1); The ice scraping device (45) is used to scrape the ice remaining on the catenary (1) after de-icing by the de-icing device; The spraying device (46) is used to spray or apply an anti-icing liquid or de-icing agent on the catenary (1) that has been de-iced and ice-scraped; Wherein, after the first detection device (41) detects icing on the catenary (1) and outputs an icing signal of the catenary (1), the first de-icing device (42), the ice scraping device (45) and the spraying device (46) are started; after the second detection device (43) outputs an icing signal of the catenary (1), the second de-icing device (44) is started, and after the second detection device (43) outputs a non-icing signal of the catenary (1), the second de-icing device (44) is closed. After the first detection device (41) continuously outputs results indicating non-icing of the catenary (1) within a preset time, the first de-icing device (42), the ice scraping device (45) and the spraying device (46) are closed.

3. The ice removal device for an overhead catenary according to claim 2, wherein, Both the first de-icing device (42) and the second de-icing device (44) include a plurality of de-icing units. The de-icing unit includes a driving member (61), a mounting shaft (62) and a plurality of ice hitting heads (63). The driving member (61) is fixed on the top of the train. The output end of the driving member (61) is fixedly connected to the mounting shaft (62). The axial direction of the mounting shaft (62) is arranged along the traveling direction of the train. The ice hitting heads (63) are mounted on the mounting shaft (62). The plurality of ice hitting heads (63) are spaced apart along the axial direction of the mounting shaft (62). The ice hitting head (63) includes a disc (631) coaxial with the mounting shaft (62) and a plurality of protrusions (632) mounted on the outer edge of the disc (631). The disc (631) is fixedly mounted on the mounting shaft (62). The protrusions (632) protrude outward in the radial direction of the disc (631). The plurality of protrusions (632) are evenly distributed along the circumferential direction of the disc (631). An ice hitting rod (64) is mounted on the protrusion (632). One end of the ice hitting rod (64) is rotatably connected to the protrusion (632). The ice hitting rod (64) is used to contact and strike the catenary (1). The rotating shaft of the ice hitting rod (64) connected to the protrusion (632) is parallel to the axial direction of the mounting shaft (62). The driving member (61) drives the mounting shaft (62) and the ice hitting head (63) to rotate, and the rotation of the ice hitting head (63) drives the plurality of ice hitting rods (64) to strike the catenary (1) in sequence.

4. The overhead contact line de-icing device according to claim 3, wherein, The installation shaft (62) is located below the catenary (1), and the height difference between the axis of the installation shaft (62) and the catenary (1) is less than the maximum distance from the end of the ice-breaking rod (64) away from the protrusion (632) in the rotating state to the axis of the installation shaft (62).

5. The overhead line ice removal device for rail according to claim 4, wherein Both the first de-icing device (42) and the second de-icing device (44) include four de-icing units, namely the first de-icing unit (51), the second de-icing unit (52), the third de-icing unit (53), and the fourth de-icing unit (54). The first de-icing unit (51) and the second de-icing unit (52) form the first de-icing group, the third de-icing unit (53) and the fourth de-icing unit (54) form the second de-icing group. The first de-icing group and the second de-icing group are spaced apart in the train traveling direction. The ice-breaking heads (63) of the first de-icing unit (51) and the second de-icing unit (52) are spaced apart in the width direction of the train. The ice-breaking heads (63) of the third de-icing unit (53) and the fourth de-icing unit (54) are spaced apart in the width direction of the train. The rotation ranges of the ice-breaking rods (64) of the two de-icing units in the same de-icing group intersect, and the height of the highest point of the intersection area of the rotation ranges of the ice-breaking rods (64) of the two de-icing units in the same de-icing group is greater than or equal to the height of the catenary (1).

6. The overhead contact line de-icing device according to claim 3, wherein, The protrusions (632) on different ice-breaking heads (63) of the same de-icing unit are staggered in the circumferential direction of the installation shaft (62).

7. The ice removal device for an overhead catenary of a track according to claim 4, characterized in that, The first de-icing group and the second de-icing group are staggered in the train traveling direction.

8. The ice removal device for an overhead catenary according to claim 5, characterized in that, The rotation directions of the installation shafts (62) of the first de-icing unit (51) and the second de-icing unit (52) are the same. The rotation directions of the installation shafts (62) of the third de-icing unit (53) and the fourth de-icing unit (54) are the same. The rotation directions of the installation shafts (62) of the first de-icing unit (51) and the third de-icing unit (53) are opposite.

9. The ice removal device for an overhead catenary of a track according to claim 3, wherein, The ice-breaking rod (64) is arranged in an arc shape, and the convex surface of the arc-shaped ice-breaking rod (64) is used to contact the catenary (1).

10. The ice removal device for an overhead contact line of a track according to claim 3, wherein, The hardness of the ice-breaking rod (64) is greater than the hardness of ice and less than the hardness of the catenary (1).

11. The overhead catenary de-icing device according to claim 2, characterized in that, The track catenary de-icing equipment further includes a first lifting device and a second lifting device. The first lifting device and the second lifting device are installed on the top of the train. The first de-icing device (42) is installed on the output end of the first lifting device, and the second de-icing device (44) is installed on the output end of the second lifting device.

12. The overhead contact line de-icing device according to claim 2, characterized in that, The spraying device (46) includes a contact plate (461) and a liquid storage tank (465). An anti-icing liquid or a de-icing agent is stored in the liquid storage tank (465). A liquid outlet channel is provided in the contact plate (461). An overflow port (463) is provided on the top surface of the contact plate (461). The overflow port (463) is communicated with the liquid outlet channel. The anti-icing liquid or the de-icing agent in the overflow port (463) on the contact plate (461) is used to contact the catenary (1). The length of the overflow port (463) in the train width direction is greater than or equal to the width of the catenary (1). The liquid outlet channel in the contact plate (461) is communicated with the liquid storage tank (465) through a pipeline (464) and an infusion pump (462).

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