Isolating switch for vehicle-mounted switch equipment

Abstract

The invention relates to the technical field of electrical equipment, in particular to an isolating switch for vehicle-mounted switch equipment. The disconnecting switch comprises a movable knife arm, a static knife arm, a driving assembly and a transmission assembly, the movable knife arm and the static knife arm are arranged in a high-pressure air box, the transmission assembly comprises a first transmission part, a second transmission part and a third transmission part, the driving assembly is connected with the first transmission part, and the first transmission part is connected with one end of the second transmission part through a steering transmission part. The first transmission part and the second transmission part are both located in a first plane and are perpendicular to each other, one end of the third transmission part is connected with the second transmission part, the other end of the third transmission part is connected with the movable cutter arm, the third transmission part is located in a second plane perpendicular to the first plane, and the driving assembly drives the first transmission part and the second transmission part to move. Therefore, the third transmission part is driven to ascend or descend in the second plane, and the movable knife arm and the static knife arm are driven to be switched off or switched on. The isolating switch is compact in structure and suitable for places with narrow spaces.

Description

Technical Field

[0001] The present invention relates to the technical field of electrical equipment, and in particular to an isolating switch for vehicle-mounted switchgear. Background Art

[0002] In the prior art, a high-voltage gas tank, which houses the locomotive's switchgear and electrical components, is typically mounted on top of the locomotive to facilitate pantograph connections and protect internal electrical devices from environmental factors. Specifically, the disconnector is housed within the tank to ensure stable operation and adequate protection.

[0003] However, existing disconnector designs suffer from significant technical drawbacks. Specifically, the opening and closing of the disconnector's movable and stationary blades require a drive mechanism and its associated transmission mechanism. Traditional drive and transmission mechanisms are often arranged in a linear configuration, resulting in a large footprint and a lack of compactness. This layout fails to adequately account for the limited workspace on the locomotive roof, creating significant inconvenience for operators during installation, maintenance, and emergency operations.

[0004] In addition, the operating mechanism layout of traditional disconnectors is unreasonable, and its operating direction is usually fixed, which cannot adapt to the complex working environment requirements of the roof. This requires the operator to apply force in a non-right-angle direction when performing the action, which not only violates the principles of ergonomics, but also increases the complexity and physical exertion of the operation. At the same time, in the design of existing disconnectors, the operating torque setting does not always meet actual needs, which means that the operator may need to apply greater force to complete the switch operation, which is an additional burden for operators working in confined spaces and is prone to misoperation. When operators try to apply excessive force or adopt unnatural postures, they may lose balance and even fall. Summary of the Invention

[0005] The technical problem to be solved by the present invention is to provide an isolating switch for vehicle-mounted switchgear in view of the above-mentioned deficiencies in the prior art. The isolating switch has a compact structure and is suitable for places with narrow roof space such as high-speed trains.

[0006] In order to solve the above problems, the present invention adopts the following technical solutions: A disconnector for a vehicle-mounted switchgear comprises a movable blade arm, a stationary blade arm, a drive assembly and a transmission assembly, wherein the movable blade arm and the stationary blade arm are both arranged in a high-pressure gas tank, and the transmission assembly comprises a first transmission member, a second transmission member and a third transmission member, the output end of the drive assembly is connected to one end of the first transmission member, and the other end of the first transmission member is connected to one end of the second transmission member through a steering transmission member, the first transmission member and the second transmission member are both located in a first plane and are perpendicular to each other, one end of the third transmission member is connected to the other end of the second transmission member, and the other end of the third transmission member is connected to the movable blade arm, and the third transmission member is located in a second plane perpendicular to the first plane, and the drive assembly drives the first transmission member and the second transmission member to move in the first plane, thereby driving the third transmission member to rise or fall in the second plane, and then driving the movable blade arm and the stationary blade arm to open or close.

[0007] Preferably, the first plane is a horizontal plane, and the second plane is a vertical plane.

[0008] Preferably, the drive assembly adopts a motor, the first transmission member includes a first transmission shaft, the second transmission member includes a second transmission shaft, the steering transmission member includes a first bevel gear and a second bevel gear, the output end of the motor is connected to the first transmission shaft, the first bevel gear is sleeved on the first transmission shaft, the second bevel gear is sleeved on the second transmission shaft, and the first bevel gear and the second bevel gear are engaged with each other.

[0009] Preferably, the isolating switch also includes a crank arm box, the third transmission member includes a crank arm and an insulating pull rod, the crank arm box includes a box body and a mounting flange fixed to the top of the box body, the crank arm box is sealed and installed on the outer wall of the high-pressure gas tank through the mounting flange, the interior of the box body is connected to the high-pressure gas tank, the second transmission shaft is connected to the crank arm box through a dynamic sealing unit and inserted into the crank arm box, one end of the crank arm is sleeved on the second transmission shaft, and the other end is connected to the lower end of the insulating pull rod, and the upper end of the insulating pull rod is connected to the movable knife arm.

[0010] Preferably, a first slot and a first clamping slot are provided in the crank arm box, the end of the second transmission shaft is inserted into the first slot, the width of the first clamping slot is adapted to the width of the crank arm, and the crank arm is installed in the first clamping slot.

[0011] Preferably, the dynamic sealing unit includes a first bearing, a second bearing and a skeleton oil seal arranged between the first bearing and the second bearing. The inner surface of the first bearing and the outer surface of the second bearing are both provided with a three-lip sealing structure, and the outer surface of the second transmission shaft contacts the inner surface of the second bearing, the inner surface of the skeleton oil seal, and the inner surface of the first bearing in sequence.

[0012] Preferably, the isolating switch further comprises a power box, the power box is mounted on the outer wall of the crank box, and the drive assembly and the transmission assembly are both mounted in the power box.

[0013] Preferably, a pressure equalizing ring is provided at the end of the movable knife arm.

[0014] Preferably, the material of the pressure equalizing ring is aviation aluminum.

[0015] Preferably, the movable blade arm is installed in the high-pressure gas box through a first insulating support, and the stationary blade arm is installed in the high-pressure gas box through a second insulating support.

[0016] Compared with the prior art, the present invention has at least the following beneficial effects:

[0017] (1) In the present invention, the power transmission direction is changed twice between the first transmission shaft and the second transmission shaft, and between the second transmission shaft and the crank arm, thereby greatly reducing the space occupied by the device on the roof. The device has the characteristics of compact structure, space saving, and adaptability to the narrow environment of the roof. It is particularly suitable for installation environments with limited roof space such as high-speed trains, improves space utilization, and solves the problem of existing disconnectors with non-compact structure and large space occupation.

[0018] (2) In the present invention, a 90° direction change is achieved through bevel gears and other steering transmission components, so that the drive assembly can be away from the high-voltage area and arranged in a position that is more convenient for operation and maintenance. The design of this right-angle steering mechanism not only optimizes the operating direction, but also reduces the difficulty of the operator applying force in a narrow environment, avoids the safety hazards caused by unnatural postures or excessive operating torque, and significantly improves the convenience and safety of operation.

[0019] (3) In the present invention, the sealing of the crankcase adopts multiple sealing measures including a skeleton oil seal, a three-lip sealing bearing and an overall sealing structure of the crankcase, ensuring the good sealing performance of the high-pressure gas box. This not only effectively prevents the external environment (such as rain, dust, and moisture) from corroding the internal electrical components, but also enhances the adaptability of the equipment in harsh environments such as high altitude, strong wind and sand, and low temperature, thereby extending the service life of the equipment and improving the reliability of the system operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a structural schematic diagram of an isolating switch for a vehicle-mounted switchgear in the present invention.

[0021] Figure 2 It is a cross-sectional view of the isolating switch used for the vehicle-mounted switchgear in the present invention.

[0022] Figure 3 yes Figure 2 A partial enlarged view of point B in the middle.

[0023] Figure 4 It is the internal structure diagram of the power box in the present invention.

[0024] Figure 5 It is a schematic diagram of the connection between the crank box and the high-pressure gas box in the present invention.

[0025] In the figure: 100, movable knife arm; 110, first insulating pillar; 120, equalizing ring; 200, stationary knife arm; 210, second insulating pillar; 300, motor; 400, first transmission shaft; 410, second transmission shaft; 420, first bevel gear; 430, second bevel gear; 500, crank arm box; 510, mounting flange; 520, box body; 530, crank arm; 540, insulating pull rod; 550, first slot; 560, first slot; 600, first bearing; 610, second bearing; 620, skeleton oil seal; 700, power box; 800, high-pressure air box. DETAILED DESCRIPTION

[0026] The following will be combined with the accompanying drawings to clearly and completely describe the technical solutions of the present invention. Obviously, the embodiments described are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making any creative efforts are within the scope of the present invention.

[0027] In the description of the present invention, it should be noted that the term "upper" and the like to indicate an orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience and simplification of the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0028] In the description of the present invention, the terms “first” and “second” are used for descriptive purposes only and should not be understood as indicating or implying relative importance.

[0029] In the description of the present invention, it should be noted that, unless otherwise expressly specified or limited, the terms "connect," "dispose," "install," "fix," etc. should be understood in a broad sense. For example, they may refer to fixed connection, detachable connection, or integral connection; they may refer to direct connection, indirect connection through an intermediate medium, or internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0030] like Figure 1-Figure 5As shown, this embodiment discloses an isolating switch for on-board switchgear, which is particularly suitable for high-speed trains. The isolating switch includes a movable blade arm 100, a stationary blade arm 200, a drive assembly and a transmission assembly. The movable blade arm 100 and the stationary blade arm 200 are both arranged in a high-pressure air tank 800. The high-pressure air tank 800 is a high-pressure sealed box body arranged on a high-speed train for carrying switchgear and electrical components. The transmission assembly includes a first transmission member, a second transmission member and a third transmission member. The output end of the drive assembly is connected to one end of the first transmission member, and the other end of the first transmission member is connected to one end of the second transmission member through a steering transmission member. The first transmission member and the second transmission member are both located in a first plane and are perpendicular to each other. The steering transmission member is used to change the transmission direction by 90° in the first plane.

[0031] Furthermore, one end of the third transmission member is connected to the other end of the second transmission member, and the other end of the third transmission member is connected to the movable blade arm 100. The third transmission member is located in a second plane perpendicular to the first plane. In this embodiment, the first plane is horizontal and the second plane is vertical. The connection between the second and third transmission members changes the transmission direction by another 90°, changing the transmission direction from the first plane to the second plane.

[0032] Specifically, the driving assembly drives the first transmission member and the second transmission member to move in the first plane, thereby driving the third transmission member to rise or fall in the second plane, and further driving the movable knife arm 100 and the stationary knife arm 200 to open or close.

[0033] like Figure 4 As shown, the drive assembly utilizes a motor 300, a first transmission member comprising a first transmission shaft 400, a second transmission member comprising a second transmission shaft 410, and a steering transmission member comprising a first bevel gear 420 and a second bevel gear 430. The output end of the motor 300 is connected to the first transmission shaft 400. The first bevel gear 420 is sleeved on the first transmission shaft 400, and the second bevel gear 430 is sleeved on the second transmission shaft 410. The first bevel gear 420 and the second bevel gear 430 mesh with each other. The first bevel gear 420 and the second bevel gear 430 can shift the transmission direction by 90 degrees within the horizontal plane, thereby improving the compactness of the structure and saving space. Alternatively, a worm gear or other steering transmission member can be used in place of the first and second bevel gears 420 and 430.

[0034] like Figure 1 、 Figure 3 、 Figure 5As shown, in this embodiment, the disconnector further includes a crankcase 500, which includes a housing 520 and a mounting flange 510 fixed to the top of the housing 520. The high-pressure gas tank 800 is provided with a mounting hole. The crankcase 500 is sealedly mounted to the outer wall of the high-pressure gas tank 800 via the mounting flange 510. The interior of the housing 520 communicates with the high-pressure gas tank 800 through the mounting hole. The mounting flange 510 and the high-pressure gas tank 800 are end-face sealed. The third transmission member includes a crank arm 530 and an insulating rod 540, both of which are mounted within the crankcase 500. The second transmission shaft 410 is connected to the crankcase 500 via a dynamic sealing unit and is inserted into the crankcase 500. One end of the crank arm 530 is sleeved on the second transmission shaft 410, and the other end is rotatably connected to the lower end of the insulating rod 540. The upper end of the insulating rod 540 is rotatably connected to the movable blade arm 100.

[0035] Specifically, the motor 300 drives the first transmission shaft 400 to rotate, thereby driving the second transmission shaft 410 to rotate. The crank arm 530 mounted on the second transmission shaft 410 rotates with the connection between it and the second transmission shaft 410 as the center. When the end connected to the insulating pull rod 540 rotates toward the direction close to the mounting flange 510, the movable knife arm 100 in the closed state is lifted by the lifting action of the insulating pull rod 540, thereby separating from the static knife arm 200. When the end of the crank arm 530 connected to the insulating pull rod 540 moves to the highest point, the movable knife arm 100 and the static knife arm 200 complete the separation.

[0036] Furthermore, the motor 300 drives the first transmission shaft 400 to rotate in the opposite direction, thereby driving the second transmission shaft 410 to rotate in the opposite direction. The crank arm 530, which is mounted on the second transmission shaft 410, rotates about its connection point with the second transmission shaft 410. When the end of the crank arm 530 connected to the insulating pull rod 540 rotates away from the mounting flange 510, the movable blade arm 100, which is in the open state, falls under the pull of the insulating pull rod 540. When the end of the crank arm 530 connected to the insulating pull rod 540 reaches the lowest point, the movable blade arm 100 and the stationary blade arm 200 are closed.

[0037] like Figure 3 As shown, the crank arm box 500 is provided with a first slot 550 and a first clamping slot 560. The end of the second transmission shaft 410 is inserted into the first slot 550. The first slot 550 provides support for the end of the second transmission shaft 410, thereby ensuring the rotational stability of the second transmission shaft 410. The width of the first clamping slot 560 is the same as the width of the crank arm 530. The end of the crank arm 530 connected to the second transmission shaft 410 is clamped in the first clamping slot 560. The first clamping slot 560 can ensure that the crank arm 530 does not deviate or wobble in the left and right directions when rotating.

[0038] like Figure 3As shown, the second transmission shaft 410 is inserted into the crank arm box 500 from the side. Since the interior of the box body 520 of the crank arm box 500 is connected to the high-pressure gas tank 800, in order to ensure the sealing of the high-pressure gas tank 800, a reliable sealing structure needs to be provided at the connection between the second transmission shaft 410 and the crank arm box 500.

[0039] Specifically, the sealing structure at the connection between the second transmission shaft 410 and the crankcase 500 is a dynamic sealing unit, comprising a first bearing 600, a second bearing 610, and a skeleton oil seal 620 disposed between the first and second bearings 600 and 610. The second transmission shaft 410 is a stepped shaft, with the first bearing 600 mounted near the interior of the crankcase 500 and the second bearing 610 mounted near the exterior. The diameter of the second transmission shaft 410 decreases as it approaches the interior of the crankcase 500. Therefore, the diameter of the first bearing 600 is smaller than that of the second bearing 610. The skeleton oil seal 620 is located between the first and second bearings 600 and 610. Furthermore, both the inner surface of the first bearing 600 and the outer surface of the second bearing 610 are equipped with a three-lip seal structure. The outer surface of the second transmission shaft 410 sequentially contacts the inner surface of the second bearing 610, the inner surface of the skeleton oil seal 620, and the inner surface of the first bearing 600. The combination of the skeleton oil seal 620 and the bearing seal can effectively improve the sealing effect, ensuring that the high-pressure air box 800 can also maintain good sealing when the second transmission shaft 410 rotates.

[0040] like Figure 4 、 Figure 5 As shown, the disconnector in this embodiment also includes a power box 700, which is mounted on the outer wall of the crankcase 500. The drive assembly and transmission assembly are both mounted within the power box 700. Specifically, the output shaft of the motor 300 is connected to the first transmission shaft 400 to drive the first transmission shaft 400 to rotate. A first bevel gear 420 is provided at the end of the first transmission shaft 400 away from the motor 300. The second transmission shaft 410 is arranged at a 90° angle to the first transmission shaft 400, and a second bevel gear 430 is provided at one end of the second transmission shaft 410. The second bevel gear 430 meshes with the first bevel gear 420, thereby transmitting power from the first transmission shaft 400 to the second transmission shaft 410. The other end of the second transmission shaft 410 is connected to the crankcase 500 via a dynamic seal unit. Placing all transmission and drive components within the power box 700 helps improve the overall structural compactness and protects the transmission and drive components.

[0041] The end of the movable blade arm 100 is provided with a voltage-equalizing ring 120, which is made of a lightweight material (such as aviation aluminum). Its surface is smooth, and its curvature is professionally designed based on electric field calculations. This effectively optimizes the local electric field distribution and improves insulation. Due to the design of the voltage-equalizing ring 120, and the fact that the movable blade arm 100 and the stationary blade arm 200 are located within a sealed high-pressure air box 800, the dielectric stability is unaffected by external contamination, humidity, and other adverse effects. This effectively reduces the gap between the movable blade arm 100 and the stationary blade arm 200. Compared to conventional disconnect switches, the gap between the movable blade arm 100 and the stationary blade arm 200 in this embodiment can be reduced by one-third to 150-250 mm. This further improves the compactness of the structure. The design of the voltage-equalizing ring 120 significantly improves the power frequency withstand voltage and significantly reduces the amount of partial discharge.

[0042] Furthermore, the pressure equalizing ring 120 is manufactured by 3D printing or 3D laser / water jet cutting technology.

[0043] like Figure 1 As shown, specifically, the movable blade arm 100 is mounted within the high-pressure gas tank 800 via a first insulating support 110, and the stationary blade arm 200 is mounted within the high-pressure gas tank 800 via a second insulating support 210. Both the first insulating support 110 and the second insulating support 210 are made of epoxy resin. In this embodiment, the crank arm box 500 is integrally die-cast from an aluminum alloy.

[0044] In addition, in addition to being driven by the motor 300 , the first transmission shaft 400 may also be driven to rotate manually by an operator.

[0045] The isolating switch in this embodiment significantly reduces the space occupied by the device on the vehicle roof by changing the power transmission direction twice, between the first transmission shaft 400 and the second transmission shaft 410, and between the second transmission shaft 410 and the crank arm 530. This makes it compact, space-saving, and adaptable to the confined rooftop environment. It is particularly suitable for installation in environments with limited roof space, such as high-speed trains, improving space utilization and resolving the issues of existing isolating switches that are bulky and require a large amount of space. Steering transmission components, such as bevel gears, achieve a 90° directional shift, allowing the drive assembly to be positioned away from high-voltage areas and more convenient for operation and maintenance. This right-angle steering mechanism design not only optimizes operating direction but also reduces the difficulty of applying force in confined environments, avoiding safety hazards caused by unnatural postures or excessive operating torque, significantly improving operational convenience and safety. Furthermore, the crank arm box 500 utilizes multiple sealing measures, including a skeleton oil seal 620, a three-lip seal bearing, and the overall sealing structure of the crank arm box 500, to ensure a good sealing performance of the high-pressure air tank 800. This not only effectively prevents external environmental damage (such as rain, dust, and moisture) from corroding internal electrical components, but also enhances the equipment's adaptability to harsh environments such as high altitudes, strong sandstorms, and low temperatures, thereby extending the equipment's service life and improving system reliability. The integrated design of the crankcase 500 and power box 700 facilitates a more compact overall structural layout and enhances vibration tolerance. The sealed structure of the crankcase 500 improves overall sealing. The modular design shortens installation and maintenance time, making installation, inspection, and maintenance more convenient.

[0046] It will be understood that the above embodiments are merely exemplary embodiments for illustrating the principles of the present invention, and the present invention is not limited thereto. Those skilled in the art will appreciate that various modifications and improvements can be made without departing from the spirit and substance of the present invention, and such modifications and improvements are also considered to be within the scope of protection of the present invention.

Claims

1. An isolating switch for a vehicle-mounted switchgear, characterized in that: Including movable knife arm, stationary knife arm, drive assembly and transmission assembly, The movable blade arm and the stationary blade arm are both arranged in a high-pressure air box, and the transmission assembly includes a first transmission member, a second transmission member and a third transmission member. The output end of the drive assembly is connected to one end of the first transmission member, the other end of the first transmission member is connected to one end of the second transmission member through a steering transmission member, the first transmission member and the second transmission member are both located in a first plane and are perpendicular to each other, one end of the third transmission member is connected to the other end of the second transmission member, the other end of the third transmission member is connected to the movable knife arm, and the third transmission member is located in a second plane perpendicular to the first plane. The driving assembly drives the first transmission member and the second transmission member to move in the first plane, thereby driving the third transmission member to rise or fall in the second plane, and further driving the movable knife arm and the stationary knife arm to open or close.

2. The isolating switch for vehicle-mounted switchgear according to claim 1, characterized in that: The first plane is a horizontal plane, and the second plane is a vertical plane.

3. The isolating switch for vehicle-mounted switchgear according to claim 2, characterized in that: The driving assembly adopts a motor, the first transmission member includes a first transmission shaft, the second transmission member includes a second transmission shaft, and the steering transmission member includes a first bevel gear and a second bevel gear. The output end of the motor is connected to the first transmission shaft. The first bevel gear is sleeved on the first transmission shaft. The second bevel gear is sleeved on the second transmission shaft. The first bevel gear and the second bevel gear are meshed with each other.

4. The isolating switch for vehicle-mounted switchgear according to claim 3, characterized in that: It also includes a crank box, and the third transmission member includes a crank arm and an insulating pull rod. The crank arm box includes a box body and a mounting flange fixed on the top of the box body. The crank arm box is sealed and mounted on the outer wall of the high-pressure gas box through the mounting flange. The interior of the box body is connected to the high-pressure gas box. The second transmission shaft is connected to the crank arm box through a dynamic sealing unit and inserted into the crank arm box. One end of the crank arm is sleeved on the second transmission shaft, and the other end is connected to the lower end of the insulating pull rod. The upper end of the insulating pull rod is connected to the movable knife arm.

5. The isolating switch for vehicle-mounted switchgear according to claim 4, characterized in that: The crank arm box is provided with a first slot and a first clamping slot, the end of the second transmission shaft is inserted into the first slot, the width of the first clamping slot is adapted to the width of the crank arm, and the crank arm is installed in the first clamping slot.

6. The isolating switch for vehicle-mounted switchgear according to claim 4, characterized in that: The dynamic sealing unit includes a first bearing, a second bearing and a skeleton oil seal arranged between the first bearing and the second bearing. The inner surface of the first bearing and the outer surface of the second bearing are both provided with a three-lip sealing structure. The outer surface of the second transmission shaft contacts the inner surface of the second bearing, the inner surface of the skeleton oil seal, and the inner surface of the first bearing in sequence.

7. The isolating switch for vehicle-mounted switchgear according to claim 4, characterized in that: It also includes a power box, which is installed on the outer wall of the crank box, and the drive assembly and the transmission assembly are both installed in the power box.

8. The isolating switch for vehicle-mounted switchgear according to claim 1, characterized in that: A pressure equalizing ring is provided at the end of the movable knife arm.

9. The isolating switch for vehicle-mounted switchgear according to claim 8, characterized in that: The material of the pressure equalizing ring is aviation aluminum.

10. The isolating switch for vehicle-mounted switchgear according to any one of claims 1 to 9, characterized in that: The movable blade arm is installed in the high-pressure gas box through a first insulating support, and the stationary blade arm is installed in the high-pressure gas box through a second insulating support.

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