Urban rail transit trackside pantograph pressure detection device

Abstract

The invention relates to the field of rail train maintenance, in particular to an urban rail transit trackside pantograph pressure detection device which comprises a pressure detection mechanism used for detecting the contact pressure of a contact line and a posture adjustment mechanism connected with the pressure detection mechanism and used for adjusting the height of the pressure detection mechanism. When the pressure detection mechanism droops, the position of the pressure detection mechanism can be adjusted upwards through the posture adjustment mechanism, so that the pressure detection mechanism is restored to a correct detection position, and the accuracy of a detection result is ensured; in some cases, the pressure detection mechanism may move upwards to exceed the measurement range, and at the moment, the position of the pressure detection mechanism can be adjusted downwards through the posture adjusting mechanism to enable the pressure detection mechanism to recover to the correct detection position, so that the accuracy of the detection result is ensured.

Description

Technical Field

[0001] This invention relates to the field of rail train maintenance, specifically to a pantograph pressure detection device for urban rail transit. Background Technology

[0002] The pantograph is the core component of urban rail transit trains that receives power from the overhead contact line. In high-speed electrified railway systems, a stable current-collecting state must be maintained, requiring a certain contact pressure between the pantograph and the contact wire. Excessive contact pressure leads to excessive contact wire lifting, causing localized bending and fatigue damage, as well as increased wear, potentially resulting in pantograph-catenary accidents. Conversely, insufficient contact pressure can easily cause disconnection, where the pantograph detaches from the contact wire and generates an electric arc. Therefore, it is necessary to monitor the pantograph contact pressure on rail trains. The contact pressure of the pantograph and the contact wire are related as action and reaction forces, and the pantograph contact pressure is usually expressed by the contact wire contact pressure.

[0003] Existing pantograph contact pressure detection devices tend to sag after prolonged use, affecting the accuracy of the detection results. Summary of the Invention

[0004] In view of this, the present invention provides a pantograph pressure detection device for urban rail transit, which aims to adjust the position of the pantograph after the pressure detection part sags, so as to restore it to the correct detection state and ensure the accuracy of the detection results.

[0005] To solve the above technical problems, the technical solution adopted by the present invention is as follows:

[0006] A pantograph pressure detection device for urban rail transit includes a pressure detection mechanism for detecting the contact pressure of the contact wire and an attitude adjustment mechanism connected to the pressure detection mechanism for adjusting the height of the pressure detection mechanism.

[0007] In some alternative embodiments, the attitude adjustment mechanism includes a pull rod assembly and an adjustment assembly; one section of the pull rod assembly is connected to the pressure detection mechanism; the other section of the pull rod assembly is drively connected to the adjustment assembly, so that the adjustment assembly drives the pull rod assembly to swing up and down away from the adjustment assembly.

[0008] In some optional embodiments, the adjustment assembly includes a base, a lead screw, a nut seat, a drive mechanism, and a connecting rod; the lead screw is rotatably mounted on the base; the nut seat is screwed onto the lead screw and can reciprocate along the length of the lead screw; the drive mechanism is drively connected to the lead screw; one end of the pull rod assembly away from the pressure detection mechanism is movably connected to the base, and the other end of the pull rod assembly away from the pressure detection mechanism is hinged to the nut seat via the connecting rod.

[0009] In some alternative embodiments, the base is provided with a limiting hole; the end of the pull rod assembly away from the pressure detection mechanism passes through the limiting hole and is limited and engaged with the limiting hole.

[0010] In some optional embodiments, the limiting hole is provided with a limiting strip whose locking position can be adjusted up and down.

[0011] In some alternative implementations, a support assembly is also included; the support assembly is hinged between the base and the tie rod assembly.

[0012] In some alternative embodiments, the support assembly includes two support arms; one end of each support arm is connected together and hinged to the base, and the other end of each support arm is hinged to different parts of the tie rod assembly.

[0013] In some alternative embodiments, the support arm is an insulator; the tie rod assembly includes a first tie rod, a second insulating connection unit, and a second tie rod connected in sequence; the ends of the two support arms away from the base are respectively hinged to the first tie rod and the second tie rod.

[0014] In some alternative embodiments, the pressure detection mechanism includes a clamping mechanism for clamping the contact wire and a pressure detection unit connected between the clamping mechanism and the attitude adjustment mechanism for detecting pressure.

[0015] In some alternative implementations, the clamping mechanism and the pressure detection unit are slidably connected.

[0016] In summary, compared with the prior art, the present invention has the following advantages and beneficial effects: when the pressure detection mechanism droops, the position of the pressure detection mechanism can be adjusted upward by the attitude adjustment mechanism to restore it to the correct detection position, thereby ensuring the accuracy of the detection results; in some cases, the pressure detection mechanism may also move upward, causing it to exceed the measurement range. In this case, the position of the pressure detection mechanism can also be adjusted downward by the attitude adjustment mechanism to restore it to the correct detection position, thereby ensuring the accuracy of the detection results. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the structure of the present invention.

[0018] Figure 2 The main illustration shows a schematic diagram of the pressure detection mechanism in this invention.

[0019] Figure 3 The main illustration shows a schematic diagram of the attitude adjustment mechanism in this invention.

[0020] The definitions of the reference numerals in the accompanying drawings are as follows: pressure detection mechanism 1, clamping mechanism 11, first insulating connection unit 12, pressure detection unit 13, connecting bracket 14, attitude adjustment mechanism 2, pull rod assembly, first pull rod 211, second insulating connection unit 212, second pull rod 213, support assembly 22, support arm 23, adjustment assembly, limit bar 241, limit hole 242, connecting rod 243, nut seat 244, lead screw 245, drive mechanism 246, base 247, contact line 3. Detailed Implementation

[0021] To enable those skilled in the art to better understand the technical solution of the present invention, the present invention will be further described in detail below with reference to specific embodiments.

[0022] In the description of this invention, it should be understood that the orientation descriptions, such as up, down, front, back, left, right, etc., are based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting this invention.

[0023] In the description of this invention, "several" means one or more, "multiple" means two or more, "greater than," "less than," "exceeding," etc. are understood to exclude the stated number, while "above," "below," "within," etc. are understood to include the stated number. If terms such as "first," "second," etc., are used only to distinguish technical features and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features, or implicitly indicating the order of the indicated technical features.

[0024] In the description of this invention, unless otherwise explicitly defined, terms such as "set up," "install," and "connect" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this invention in conjunction with the specific content of the technical solution.

[0025] like Figure 1 As shown, this invention introduces a pantograph pressure detection device for urban rail transit, which mainly includes a pressure detection mechanism 1 and an attitude adjustment mechanism 2.

[0026] like Figure 2As shown, the pressure detection mechanism 1 is connected to the contact wire 3 so that the contact pressure after the contact wire 3 comes into contact with the pantograph can be detected by the pressure detection mechanism 1, thereby obtaining the contact pressure after the pantograph comes into contact with the contact wire 3.

[0027] like Figure 1 As shown, the attitude adjustment mechanism 2 is connected to the pressure detection mechanism 1, and the attitude adjustment mechanism 2 can adjust the height of the pressure detection mechanism 1.

[0028] When the pressure detection mechanism 1 droops, the posture adjustment mechanism 2 can adjust its position upwards to restore it to the correct detection position, thus ensuring the accuracy of the detection results. In some cases, the pressure detection mechanism 1 may also move upwards, exceeding the measurement range. In this case, the posture adjustment mechanism 2 can also adjust its position downwards to restore it to the correct detection position.

[0029] like Figure 3 As shown, the attitude adjustment mechanism 2 includes a pull rod assembly and an adjustment assembly.

[0030] One section of the pull rod assembly is connected to the pressure detection mechanism 1, for example, the left half of the pull rod assembly is connected to the pressure detection mechanism 1.

[0031] The other section of the pull rod assembly is drivenly connected to the adjusting assembly, so that the adjusting assembly drives the section of the pull rod assembly away from the adjusting assembly to swing up and down. For example, if the right half is drivenly connected to the adjusting assembly, the adjusting assembly can drive the left half of the pull rod assembly to swing up and down. Since the pressure detection mechanism 1 is connected to the left half of the pull rod assembly, the adjusting assembly can drive the pressure detection mechanism 1 to move vertically, so that the pressure detection mechanism 1 is moved to the correct detection position, thereby ensuring the accuracy of the detection results.

[0032] As an optional implementation, the adjustment assembly may include a base 247, a lead screw 245, a nut seat 244, a drive mechanism 246, and a connecting rod 243.

[0033] The lead screw 245 is rotatably mounted on the base 247.

[0034] The nut seat 244 is screwed onto the lead screw 245 and can reciprocate along the length of the lead screw 245.

[0035] The drive mechanism 246 is connected to the lead screw 245 for transmission.

[0036] The end of the pull rod assembly away from the pressure detection mechanism 1 is movably connected to the base 247, and the section of the pull rod assembly away from the pressure detection mechanism 1 is hinged to the nut seat 244 through the connecting rod 243.

[0037] Optionally, the base 247 may include a horizontally arranged transverse base and a vertically arranged vertical base. The two ends of the lead screw 245 are mounted on the vertical base via, for example, bearings and are in a vertical position. The vertical base is provided with a vertically arranged slide rail, and the nut seat 244 is slidably mounted on the slide rail, allowing the nut seat 244 to reciprocate vertically when the lead screw 245 is driven to rotate by the drive mechanism 246. The right end of the pull rod assembly may be movably connected to the vertical base, and the non-end portion of the right half of the pull rod assembly may be hinged to the nut seat 244 via a connecting rod 243. The drive mechanism 246 may be, for example, a servo motor and fixedly mounted on the transverse base. The drive mechanism 246 and the lead screw 245 may be connected via, for example, a gear set or coupling, to reduce the spatial dimensions of the adjustment assembly. When the drive mechanism 246 is started, it will drive the nut seat 244 to move up and down. The nut seat 244 will then drive the lead screw 245 to rotate around its right end through the connecting rod 243, so that the pressure detection mechanism 1 connected to the left half of the lead screw 245 will move up and down, thereby realizing the adjustment of height.

[0038] The right end of the pull rod assembly can be hinged to the base 247. Alternatively, a limiting hole 242 can be provided in the base 247, for example, in the upper part of the vertical base. The end of the pull rod assembly furthest from the pressure detection mechanism 1 (i.e., the right end) passes through the limiting hole 242 and is engaged with it.

[0039] When the drive mechanism 246 drives the pull rod assembly to swing, the right end of the pull rod assembly is confined within the limiting hole 242, allowing the left end of the pull rod assembly to move up and down. Simultaneously, the combination of the limiting hole 242 and the connecting rod 243 prevents the pull rod assembly from disengaging from the base 247, thus preventing the adjustment assembly from being unable to adjust the height of the pull rod assembly.

[0040] Optionally, a limiting strip 241 with an adjustable locking position is provided at the limiting hole 242 to adjust the swing range of the pull rod assembly and further prevent the pull rod assembly from disengaging from the base 247. The limiting strip 241 can be connected to the base 247 and its position adjusted by means of through holes, such as screw connections.

[0041] The tie rod assembly can also be supported by the support component 22 to reduce the operating power of the drive mechanism 246 and make adjustment easier. The support component 22 is hinged between the base 247 and the tie rod assembly, and preferably located between the pressure detection mechanism 1 and the connecting rod 243. When the connecting rod 243 drives the tie rod assembly to swing, the tie rod assembly can rotate around the support component 22 as a fulcrum. The torque required for the connecting rod 243 to drive the tie rod assembly to swing is smaller, so the operating power required by the drive mechanism 246 can be lower.

[0042] As an optional implementation, the support assembly 22 includes two support arms 23; one end of each support arm 23 is connected together and hinged to the base 247, and the other end of each support arm 23 is hinged to different parts of the tie rod assembly. In this way, the two support arms 23 and the tie rod assembly can be combined to form a triangular structure, making the support structure more stable.

[0043] Optionally, the support arm 23 is an insulator. The pull rod assembly includes a first pull rod 211, a second insulating connection unit 212, and a second pull rod 213 connected in sequence; the ends of the two support arms 23 away from the base 247 are respectively hinged to the first pull rod 211 and the second pull rod 213. For example, the first pull rod 211 is used to connect to the pressure detection mechanism 1, and the second pull rod 213 is used to connect to the adjustment assembly. The second insulating connection unit 212 can also be an insulator. The support arms 23 and the second insulating connection unit 212 can insulate the pressure detection mechanism 1 from the adjustment assembly, preventing current from being conducted on the contact wire 3 and ensuring the safe operation of the adjustment assembly.

[0044] like Figure 2 As shown, the pressure detection mechanism 1 may include a clamping mechanism 11 for clamping the contact wire 3 and a pressure detection unit 13 connected between the clamping mechanism 11 and the attitude adjustment mechanism 2 for detecting pressure.

[0045] The clamping mechanism 11 may include, for example, two clamping parts connected by bolts to clamp the contact wire 3 therein. Alternatively, the clamping mechanism 11 may be long rod-shaped to clamp more contact wires 3, improve the clamping effect, and prevent the contact wires 3 from falling off the clamping mechanism 11.

[0046] The pressure detection unit 13 can be a pressure sensor. After the pantograph comes into contact with the contact wire 3, the contact pressure on the contact wire 3 can be measured by the pressure detection unit 13.

[0047] To ensure safety, the pressure detection mechanism 1 may also include a first insulating connection unit 12 connected between the clamping mechanism 11 and the pressure detection unit 13. The first insulating connection unit 12 may also be an insulator to prevent current on the contact wire 3 from being conducted into the pressure detection unit 13.

[0048] The first insulating connection unit 12, the second insulating connection unit 212, and the support arm 23 can achieve multiple insulation protections, making the invention safer to use.

[0049] Optionally, the clamping mechanism 11 and the first insulating connection unit 12 are slidably connected, which is equivalent to the clamping mechanism 11 and the pressure detection unit 13 being slidably connected. For example, a slide rail is installed on the clamping mechanism 11, and the first insulating connection unit 12 is slidably engaged with the slide rail.

[0050] In this way, when the pantograph first makes contact with the contact wire 3, the impact force is relatively large, which may cause the contact wire 3 to sway. At this time, the contact pressure between the pantograph and the contact wire 3 cannot accurately reflect the contact pressure when they are in normal contact. The sliding connection between the clamping mechanism 11 and the first insulating connection unit 12 can buffer the impact caused by this swaying. After the pantograph and the contact wire 3 make reliable and stable contact, the contact wire 3 will return to its natural hanging state under the action of its own potential energy. At this time, the contact pressure can be more accurately detected by the pressure detection unit 13.

[0051] It is worth emphasizing that, in order to ensure the accuracy of the detection results during the process of detecting contact pressure by the pressure detection unit 13, the present invention uses, for example, a long rod-shaped clamping mechanism 11 to clamp a certain length of the contact wire 3. This ensures that even after the contact wire 3 is moved by the impact of the pantograph, a portion of the contact wire 3 clamped by the clamping mechanism 11 can still make contact with the pantograph. This ensures that after the pantograph and the contact wire 3 make reliable and stable contact, the pressure detection unit 13 can detect a more accurate contact pressure.

[0052] In addition, to broaden the scope of application of the present invention, such as Figure 1 As shown, the pressure detection mechanism 1 may further include a vertically adjustable connecting bracket 14. The pressure detection unit 13 is connected to the attitude adjustment mechanism 2 via the connecting bracket 14.

[0053] For example, the connecting bracket 14 includes a crossbar and two vertical bars whose lower ends are connected to both ends of the crossbar. The pressure detection unit 13 can be mounted on the crossbar. The vertical bars are telescopic structures, for example, consisting of two interlocking parts that are length-locked by means of bolts, etc. The upper end of the vertical bar is connected to the first pull rod 211.

[0054] The installation range of the pressure detection mechanism 1 can be greatly expanded by connecting bracket 14, making it suitable for measuring pantograph contact pressure under various working conditions and specifications.

[0055] In addition, anti-fall ropes can be installed between the first insulating connection unit 12 and the connecting bracket 14, and between the connecting bracket 14 and the first pull rod 211, to prevent the risk of accidental detachment.

[0056] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0057] The above preferred embodiments should not be considered as limitations on the present invention, and the scope of protection of the present invention should be determined by the scope defined in the claims. For those skilled in the art, various improvements and modifications can be made without departing from the spirit and scope of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A pantograph pressure detection device for urban rail transit, characterized in that: It includes a pressure detection mechanism (1) for detecting the contact pressure of the contact wire (3) and an attitude adjustment mechanism (2) connected to the pressure detection mechanism (1) and used to adjust the height of the pressure detection mechanism (1).

2. The pantograph pressure detection device for urban rail transit as described in claim 1, characterized in that: The attitude adjustment mechanism (2) includes a pull rod assembly and an adjustment assembly; One section of the tie rod assembly is connected to the pressure detection mechanism (1); The other end of the pull rod assembly is connected to the adjustment assembly so that the adjustment assembly drives the pull rod assembly to swing up and down away from the adjustment assembly.

3. The pantograph pressure detection device for urban rail transit as described in claim 2, characterized in that: The adjustment assembly includes a base (247), a lead screw (245), a nut seat (244), a drive mechanism (246), and a connecting rod (243). The lead screw (245) is rotatably mounted on the base (247); The nut seat (244) is screwed onto the lead screw (245) and can reciprocate along the length of the lead screw (245); The drive mechanism (246) is connected to the lead screw (245) in a transmission connection; The end of the pull rod assembly away from the pressure detection mechanism (1) is movably connected to the base (247), and the section of the pull rod assembly away from the pressure detection mechanism (1) is hinged to the nut seat (244) through the connecting rod (243).

4. The pantograph pressure detection device for urban rail transit as described in claim 3, characterized in that: The base (247) is provided with a limiting hole (242); the end of the pull rod assembly away from the pressure detection mechanism (1) passes through the limiting hole (242) and is limited and engaged with the limiting hole (242).

5. The pantograph pressure detection device for urban rail transit as described in claim 4, characterized in that: The limiting hole (242) is provided with a limiting strip (241) whose locking position can be adjusted up and down.

6. The pantograph pressure detection device for urban rail transit as described in claim 3, characterized in that: It also includes a support assembly (22); the support assembly (22) is hinged between the base (247) and the tie rod assembly.

7. The pantograph pressure detection device for urban rail transit as described in claim 6, characterized in that: The support assembly (22) includes two support arms (23); one end of each support arm (23) is connected together and hinged to the base (247), and the other end of each support arm (23) is hinged to different parts of the tie rod assembly.

8. The pantograph pressure detection device for urban rail transit as described in claim 7, characterized in that: The support arm (23) is an insulator; The pull rod assembly includes a first pull rod (211), a second insulating connection unit (212), and a second pull rod (213) connected in sequence; the ends of the two support arms (23) away from the base (247) are respectively hinged to the first pull rod (211) and the second pull rod (213).

9. The pantograph pressure detection device for urban rail transit as described in claim 1, characterized in that: The pressure detection mechanism (1) includes a clamping mechanism (11) for clamping the contact wire (3) and a pressure detection unit (13) connected between the clamping mechanism (11) and the attitude adjustment mechanism (2) for detecting pressure.

10. The pantograph pressure detection device for urban rail transit as described in claim 9, characterized in that: The clamping mechanism (11) and the pressure detection unit (13) are slidably connected.

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