Railway vehicle on-board current collection lifting positioning device and ice melting method

Abstract

The application discloses a kind of track vehicle on-board current collection lifting positioning device and ice melting method, belong to rail transit electric traction and on-board power supply equipment control technical field.The device includes lifting mechanism installed on the top of track vehicle, contact arm fixed in the mobile end of lifting mechanism, contact arm end is equipped with conductive slide plate, to be in sliding contact with contact net wire and transmit ice melting current in track vehicle travel;Pneumatic self-cleaning device uses compressed air jetting pressure by air source and jet nozzle to remove ice and snow attachment at sliding contact interface, and adopts high-voltage electrical insulation design to block discharge risk;And positioning detection module and control system.Control system runs closed-loop PID algorithm according to dynamic pose and contact force feedback, cooperates driving lifting mechanism to track adjustment wire offset in real time, ensure pantograph constant voltage stable contact.The application solves the problem of protection integration difficulty, ice and snow attachment and rigid damage in live ice melting environment, significantly improves the efficiency and operation safety of rescue.

Description

Technical Field

[0001] This invention relates to the field of control technology for electric traction and on-board power supply equipment in rail transit, specifically to an on-board current receiving, lifting, and positioning device and a de-icing method for rail vehicles. Background Technology

[0002] The railway overhead contact system is a core component of the electrified railway power supply system, its function being to provide a continuous and stable traction power to trains in operation. In high-altitude and cold regions, due to severe weather conditions such as low temperatures, freezing rain, or snowfall, ice easily forms on the surface of the contact wires. Ice accumulation can cause abnormally increased conductor tension, potentially leading to conductor sagging or even breakage. It also severely affects the proper electrical contact between the pantograph and the contact wire, causing poor contact and arcing, posing a serious threat to railway operational safety.

[0003] To address the problem of icing on overhead contact lines, existing technologies primarily employ methods such as electrothermal de-icing and mechanical de-icing. However, the onboard current collection and positioning devices of traditional de-icing vehicles (such as existing cable positioning devices, rigid pantographs, or robotic arm structures) have the following serious shortcomings during vehicle movement and dynamic emergency repair operations involving high-current de-icing: Poor rigid impact and dynamic tracking performance during mobile operation: Traditional rigid current collection and positioning devices cannot effectively adapt to the dynamic vertical and horizontal displacement of the contact wire caused by wind load, high-speed vehicle vibration, or the gravity of icing. They lack a high-frequency response fine-tuning mechanism, making it difficult to maintain a closed-loop constant pantograph-catenary contact force, which can easily cause secondary mechanical damage to the sagging wires after a disaster, or lead to low current collection efficiency due to frequent offline tripping.

[0004] Ice accumulation at the contact interface and sensor window obstruction can cause failure: During mobile operations in cold regions, ice film can easily form on the surface of the contact plate of the vehicle-mounted current receiving device, leading to a sharp increase in contact resistance and triggering a strong electric arc (arc), which can severely burn the contact wire. At the same time, ice accumulation can also obstruct the position and positioning sensor located on the vehicle side, preventing it from accurately obtaining the spatial geometric position of the conductor.

[0005] Pneumatic insulation integration in mobile energized environments is extremely challenging: vehicle-mounted de-icing and current-collecting devices need to withstand large currents of 500 to 2000 amps and extremely high voltages during operation, which constitutes a mobile energized high-voltage environment. Traditional anti-icing or pneumatic de-icing components generally lack effective engineering insulation integration structures, making them highly susceptible to high-voltage discharge or insulation breakdown in extremely cold and humid environments, leading to short circuits between the vehicle-mounted pneumatic control side and the high-voltage side.

[0006] Therefore, there is an urgent need for a rail vehicle-mounted current collection lifting and positioning device and method that can maintain safe insulation and stable sliding contact in the high-voltage energized environment of a moving rail vehicle, can perform dynamic airflow cleaning of the contact interface, and can adjust the mechanical mechanism posture at high frequency to adapt to the dynamic displacement of the conductor. Summary of the Invention

[0007] This invention addresses the shortcomings of existing rail transit de-icing current collection devices during dynamic operations, such as difficulties in integrating with mobile electrified environments, susceptibility to icing and arcing at contact interfaces, and poor rigidity tracking performance of mechanical mechanisms. It provides a rail vehicle-mounted current collection lifting and positioning device and de-icing method. By introducing a high-pressure air circuit insulation design and a coarse-to-fine dual-stage closed-loop flexible positioning control, this invention aims to achieve system electrical safety, pantograph-catenary interface cleanliness and arc prevention, and high-frequency constant-voltage tracking of conductor dynamic oscillations when implementing high-pressure de-icing currents on rail vehicles.

[0008] To achieve the above-mentioned objectives, the present invention provides a rail vehicle onboard current-collecting lifting and positioning device, comprising: The lifting mechanism installed on the top of the rail vehicle includes a coarse adjustment component 3 and a fine adjustment component 4. The coarse adjustment component 3 is used to adjust the height travel, and the fine adjustment component 4 is used to adjust the angle or position. The contact arm 1 is fixed to the moving end of the lifting mechanism, and its end is provided with a conductive slide plate 2, which is used to slide and contact the contact wire during the movement of the rail vehicle and transmit the de-icing current. A pneumatic self-cleaning device includes an air source 5 and an air nozzle 6. The air nozzle 6 is located at the end of the contact arm 1 and near the conductive slide plate 2, and is used to spray compressed air to remove ice and snow from the sliding contact interface between the conductive slide plate 2 and the contact wire. The positioning detection module is used to detect the dynamic pose and contact force of the contact arm 1 in real time; and The control system 9 is electrically connected to the lifting mechanism, the pneumatic self-cleaning device, and the positioning detection module. Based on the dynamic posture and contact force collected by the positioning detection module, it runs a closed-loop control algorithm to drive the coarse adjustment component 3 and the fine adjustment component 4 to track and adjust the dynamic offset of the contact wire in real time, so that the conductive slide plate 2 maintains constant pressure sliding contact with the contact wire, and controls the operation of the pneumatic self-cleaning device.

[0009] Furthermore, the contact arm 1 is a flexible contact arm made of high-strength flexible composite material; the contact arm 1 is made of carbon fiber and silicone composite material, and its length is 0.5 meters to 1.5 meters; the conductive slide plate 2 is a carbon-based composite material, and the surface of the conductive slide plate 2 is coated with a hydrophobic coating.

[0010] Furthermore, the air source 5 is a compressor with an output pressure of 0.5MPa to 1.0MPa; the spray frequency of the jet nozzle 6 can be dynamically adjusted according to the ice thickness, and is once every 3 minutes to 10 minutes, with each spray lasting for 1 second to 3 seconds.

[0011] Furthermore, the positioning detection module includes an infrared rangefinder 7 and a pressure sensor 8; the infrared rangefinder 7 has a measurement accuracy of ±1 mm and a measurement range of 0.1 m to 1.0 m; the pressure sensor 8 is used to detect the deformation and contact force of the contact arm 1, and its measurement range is 0 N to 200 N, with a measurement accuracy of ±1 N.

[0012] Furthermore, the coarse adjustment component 3 includes an electric slide rail, and the fine adjustment component 4 includes a pneumatic fine adjustment cylinder; the control system 9 includes an embedded controller based on an ARM chip, which runs a PID algorithm to process the detection data of the positioning detection module in real time and outputs control signals to the lifting mechanism and the pneumatic self-cleaning device to achieve closed-loop control.

[0013] Furthermore, the nozzle 6 and / or related air passage of the pneumatic self-cleaning device are equipped with an electric heating element to prevent freezing and blockage in low-temperature environments.

[0014] Furthermore, the pneumatic self-cleaning device adopts a high-voltage electrical insulation safety integrated design: the air pipeline between the air source 5 and the jet nozzle 6 includes at least one section of insulated air pipe made of insulating polymer; the jet nozzle 6 is made of insulating ceramic material; and the outlet end of the air source 5 is equipped with an air dryer to filter out moisture in the compressed air.

[0015] Furthermore, the conductive slide plate 2 adopts a modular design that allows for quick replacement, facilitating maintenance and replacement after wear.

[0016] The present invention also provides a method for de-icing rail vehicles based on the above-mentioned device, comprising the following steps: S1: Initialization: Start the ice melting vehicle and raise the contact arm 1 to the vicinity of the contact wire using the coarse adjustment component 3; S2: Positioning and Tracking: The positioning detection module is used to detect the height and horizontal offset of the conductor, as well as the deformation and contact force of the contact arm 1 in real time. The control system 9 runs a PID algorithm based on the detection data to drive the coarse adjustment component 3 and the fine adjustment component 4 to adjust the position of the contact arm 1 so that it can stably contact the conductor. S3: Self-cleaning operation: The control system 9 activates the pneumatic self-cleaning device according to a preset time interval or the ice and snow adhesion signal detected by the positioning detection module, and sprays compressed air through the jet nozzle 6 to remove ice and snow from the surface of the contact arm 1 and the conductive slide plate 2. S4: De-icing execution: After the contact arm 1 makes stable contact with the conductor, compressed air is continuously or pulsedly sprayed through the jet nozzle 6 to remove the ice and snow at the sliding contact interface between the conductive slide plate 2 and the contact wire; at the same time, the de-icing vehicle applies a de-icing current to the conductor, and the Joule heat generated by the conductor melts the ice layer. S5: Safety protection: The control system 9 monitors the contact force and the de-icing current status in real time. If an abnormal contact is detected, the control system 9 automatically lowers the contact arm 1 or cuts off the de-icing current and triggers an alarm.

[0017] Furthermore, in step S3, the pneumatic injection pressure is dynamically adjusted according to the ice thickness, ranging from 0.5 MPa to 1.0 MPa; the injection frequency and duration are adaptively adjusted according to the degree of ice and snow adhesion.

[0018] Furthermore, in step S4, the de-icing current is 500 amperes to 2000 amperes, and the control system 9 controls the contact force between the contact arm 1 and the wire to be between 80 Newtons and 120 Newtons.

[0019] Compared with the prior art, this invention has the following obvious technical advantages due to its unique architectural design and functional coupling: 1. It breaks through the pneumatic integrated protection barrier in high-voltage live environments, ensuring system-level electrical safety. This invention completely solves the technical safety defect of traditional vehicle-mounted air intake devices that cannot integrate pneumatic cleaning under conditions of high current and high voltage de-icing (500A-2000A) under the conditions of carrying out ice melting. This is achieved by setting up high-grade insulated air pipe sections in the air circuit, configuring high-pressure resistant insulated ceramic nozzles, and performing deep dehydration and drying treatment on the compressed air. This design effectively blocks the path of high-voltage electricity flowing back to the vehicle side along the charged body and airflow medium, eliminating the risk of surface discharge and insulation breakdown caused by air ionization or condensation in the high-voltage electric field.

[0020] 2. It achieves dynamic cleaning of sliding contact interfaces and sensor blind spot prevention, significantly improving high current transmission efficiency.

[0021] The device utilizes high-pressure dry air for pulsed or continuous sweeping, with its mechanical shearing force directly focused and acting on the "pantograph-catenary contact interface" between the conductive slide and the conductor. This sweeping mechanism fundamentally eliminates the hidden dangers of increased contact resistance and transient arcing burns caused by hard ice layers at the interface, ensuring stable transmission of Joule heat from melting ice. At the same time, the airflow sweeping promptly removes ice and snow obstructions from the windows of sensors such as infrared rangefinders, eliminating sensor detection blind spots in adverse weather conditions and ensuring the baseline reliability of closed-loop tracking control.

[0022] 3. Possesses a dual-stage coordinated response for both coarse and fine motions, along with mechanical buffering capabilities, significantly reducing mechanical damage to conductors.

[0023] The system employs a dual-stage lifting mechanism with coarse and fine adjustments, combined with closed-loop feedback control of posture and pressure. This enables high-frequency, high-precision real-time tracking and compensation of the dynamic sag and positional deviation of the contact wire caused by wind load, trolley vibration, or heavy-load icing. Combined with the unique flexible mechanical compliance of the contact arm, it effectively buffers transient mechanical impacts during sliding, precisely maintaining the contact pressure within the safe current-taking range. This avoids offline arcing and prevents secondary mechanical abrasion on already damaged and sagging contact wires.

[0024] 4. It has achieved full automation of the ice melting and maintenance process, with excellent response efficiency and cost-effective emergency repair.

[0025] The system's automatic positioning, precise tracking, and adaptive pneumatic de-icing functions are interconnected, completely replacing the traditional high-risk, low-efficiency manual ice-breaking maintenance work performed at high altitudes during frigid weather. The structure of each functional component is clearly defined, and the conductive slide plate adopts a modular design for quick replacement, resulting in low component manufacturing and daily maintenance costs. In the event of large-scale icing disasters, the device can operate continuously alongside the de-icing truck, significantly shortening the time required to restore electrified railways.

[0026] 5. A millisecond-level active safety interlocking protection mechanism has been established, improving resilience under extreme disasters.

[0027] The control system establishes a dual safety monitoring network targeting both "pantograph-catenary contact force" and "ice-melting operating current." In the event of transient pantograph detachment, contact overload, or abnormal current surge caused by extremely harsh environments, the control system can automatically control the lifting mechanism to perform emergency pantograph descent and unload within a time window of hundreds of milliseconds and implement power failure interlock protection, thereby preventing serious railway system accidents such as line breakage or wire mesh melting. Attached Figure Description

[0028] Figure 1 This is a schematic diagram of the overall structure of the device described in this invention.

[0029] Figure 2This is a schematic diagram of the pneumatic self-cleaning principle of the device described in this invention.

[0030] Figure 3 This is a flowchart illustrating the overall workflow of the method described in this invention.

[0031] The attached diagram is labeled as follows: 1-Contact arm; 2-Conductive slide plate; 3-Coarse adjustment component; 4-Fine adjustment component; 5-Air source; 6-Air nozzle; 7-Infrared rangefinder; 8-Pressure sensor; 9-Control system. Detailed Implementation

[0032] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of this application can be combined with each other.

[0033] See Figure 1 and Figure 2 A current-collecting lifting and positioning device for rail vehicles mainly consists of a contact arm 1, a conductive slide plate 2, a lifting mechanism, a positioning detection module, and a control system 9.

[0034] The contact arm 1 is made of a high-strength flexible composite material (preferably a carbon fiber and silicone composite material). This material possesses sufficient structural rigidity to support the conductive slide plate 2 at its end, as well as excellent resistance to bending fatigue and dielectric insulation strength, enabling dynamic buffering of mechanical impacts caused by conductor swaying, wind loads, or uneven icing. The length of the contact arm 1 is designed to be 0.5 meters to 1.5 meters to meet the span requirements of different vehicle models and contact wire heights. The conductive slide plate 2, made of carbon-based composite material, is fixed at the end of the contact arm 1. It is used to make sliding friction contact with the contact wire and introduce a large de-icing current of 500A to 2000A. To reduce the initial adhesion of ice and snow to the surface of the slide plate in cold and snowy environments, the non-working surface and sides of the conductive slide plate 2 are coated with a superhydrophobic coating.

[0035] Because this device operates in an extreme electrical environment with a high-voltage de-icing current of several thousand amperes, to prevent high-voltage electricity from flowing back to the vehicle side along the charged body, this invention employs a specialized high-voltage pneumatic circuit insulation safety integrated design: the pneumatic self-cleaning device includes an air source 5 (such as an on-board air compressor) located on the vehicle side and multiple nozzles 6 positioned at the end of the contact arm 1 and near the conductive slide plate 2. The pneumatic pipeline between the air source 5 and the nozzles 6 includes at least one section of insulated tubing made of high-grade insulating polymers such as polytetrafluoroethylene (PTFE) or polyimide, used to cut off the electrical path. Simultaneously, a high-precision compressed air dryer (not shown) is connected in series at the outlet of the air source 5 to forcibly filter out moisture from the compressed gas, ensuring the dew point temperature of the discharged gas is below -40°C, fundamentally eliminating the risk of surface discharge and insulation breakdown caused by air dielectric ionization or moisture condensation under a high-voltage electric field. The nozzles 6 themselves are made of special insulating ceramics (such as alumina or silicon nitride) with a withstand voltage greater than 30kV / mm.

[0036] The lifting mechanism includes a coarse adjustment component 3 and a fine adjustment component 4. In this embodiment, the coarse adjustment component 3 adopts an electric slide rail structure and is fixed to the top base of the ice melting vehicle to achieve rapid coarse adjustment of the contact arm 1 with a large stroke in the vertical direction; the fine adjustment component 4 adopts a pneumatic fine adjustment cylinder, which is connected between the moving end of the coarse adjustment component 3 and the root of the contact arm 1 to finely adjust the elevation angle or depression angle of the contact arm 1.

[0037] The positioning detection module includes an infrared rangefinder 7 disposed on the side of the conductive slide plate 2 and a pressure sensor 8 disposed at the root of the contact arm 1 or the force-bearing end of the fine-tuning component 4. The infrared rangefinder 7 operates in the far-infrared band, which is unaffected by water vapor, with a measurement accuracy of ±1 mm and a measurement range of 0.1 m to 1.0 m, and is used to dynamically capture the relative vertical distance between the conductor and the slide plate. The pressure sensor 8 has a measurement range of 0 Newtons to 200 Newtons and a measurement accuracy of ±1 Newton, and is used to directly feed back the real-time dynamic contact force between the slide plate and the conductor.

[0038] The control system 9 includes an embedded controller based on an ARM chip, which is electrically connected to the coarse adjustment component 3, the fine adjustment component 4, the pneumatic self-cleaning device, and the positioning detection module.

[0039] See Figure 3 The contact wire de-icing method of the present invention has the following core closed-loop control and self-cleaning flow operation process: S1: Initialization phase: The ice-melting truck leaves the warehouse and goes online. After receiving the ice-melting operation command, the control system 9 initializes each sensor channel. First, it drives the coarse adjustment component 3 (electric slide rail) to rise the contact arm 1 along the vertical guide rail, so that it quickly approaches the nominal height of the contact wire (for example, about 0.3-0.5 meters away from the wire).

[0040] S2: Positioning and Tracking Phase Infrared rangefinder 7 transmits and receives infrared ranging signals in real time, calculating the actual height difference and horizontal offset of the conductor relative to the conductive slide plate 2; simultaneously, pressure sensor 8 monitors the initial contact force on contact arm 1 in real time. Control system 9 uses the distance deviation returned by infrared rangefinder 7 as the main feedback input, runs a preset PID control algorithm, and outputs pulse control signals to adjust the stepping frequency of coarse adjustment component 3 until the conductive slide plate 2 and the conductor achieve physical contact.

[0041] After entering continuous sliding contact, the control system 9 switches to a PID fine-tuning loop centered on the "contact force deviation value" fed back by the pressure sensor 8. When the contact force deviates from the preset target value (e.g., 100N) due to changes in line sag or vibration of the de-icing truck, the control system 9 dynamically adjusts the proportional valve pressure or stroke of the fine-tuning component 4 (pneumatic fine-tuning cylinder) to achieve high-frequency and rapid tracking of the dynamic offset of the contact wire, thus keeping the pantograph-catenary contact force stably within the safe current-taking range.

[0042] S3: Self-cleaning operation phase: In high-altitude and cold-weather operating environments, the control system 9 actively triggers a self-cleaning operation based on preset time intervals (e.g., every 5 minutes) or based on the degree of ice and snow obstruction characterized by the light intensity attenuation signal of the infrared rangefinder 7. The control system 9 issues a command to activate the pneumatic self-cleaning device, and the air source 5 generates high-pressure dry air of 0.5MPa to 1.0MPa, which is delivered to the insulated nozzle 6 at the end via an insulated air tube. The nozzle 6 performs high-frequency pulsed spraying at a frequency of once every 3 to 10 minutes (each lasting 1 to 3 seconds), using the mechanical shearing force of the high-speed airflow to instantly peel off and blow away the frost or snow deposited on the end of the flexible contact arm 1, the window of the positioning detection module, and the surface of the conductive slide plate 2, preventing the sensor from failing due to icing or causing localized electric arcs due to ice film.

[0043] S4: Ice Melting Execution Phase: Once the conductive sliding plate 2 maintains stable and clean physical contact with the conductor, the main circuit of the de-icing vehicle applies a heavy-load de-icing current of 500A to 2000A to the contact wire, using the Joule heat generated by the conductor to melt the outer ice shell. During this de-icing current transmission, to prevent the freshly melted ice-water mixture from accumulating and freezing again at the contact interface between the sliding plate and the conductor under the action of high-altitude winds, the jet nozzle 6 switches to a low-pressure continuous jet mode or a high-frequency micro-pulse mode to continuously clean the contact interface with airflow. At this time, the control system 9 uses a PID algorithm to precisely control the contact force between the contact arm 1 and the conductor within the range of 80N to 120N, ensuring that the contact resistance is minimized during high-current transmission, preventing "arc" burns to the conductor, and ensuring that the contact arm 1, made of flexible material, will not cause secondary mechanical damage to the conductor drooping due to the heavy load of ice accumulation.

[0044] S5: Safety Protection Phase Throughout the entire de-icing operation, the control system 9 monitors the contact force values ​​and de-icing current fluctuations fed back by the pressure sensor 8 in real time at millisecond intervals. If the contact force is detected to drop to zero instantaneously (due to offline pantograph-catenary detachment) or momentarily exceed the 200N safety limit, or if an abnormal surge occurs in the de-icing current, the control system 9 immediately determines that a contact anomaly has occurred and triggers an active protection mechanism within 0.1 seconds: controlling the lifting mechanism to quickly perform an emergency pantograph lowering and unloading action, simultaneously cutting off or disconnecting the de-icing current, and triggering an audible and visual alarm to the onboard main control room to prevent major railway accidents such as wire breakage or catenary meltdown.

[0045] Example 1: Winter Ice Prevention and Light Ice Melting Operations on High-Speed ​​Railway Lines

[0046] This embodiment is designed for online inspection and preventative ice-breaking scenarios of high-speed rail de-icing vehicles operating at 80 km / h.

[0047] Application environment: High-speed railway line with a catenary height of 5.5 meters and conductor type CTMH-120, ambient temperature of -5℃, with sporadic snowfall.

[0048] Engineering parameter configuration: The length of contact arm 1 is selected as 1.2 meters. The output pressure of the air source 5 of the pneumatic self-cleaning device is set to 0.6 MPa, which is considered a medium operating condition. The control system 9 sets the periodic spray frequency of the nozzle 6 to once every 3 minutes, with each spray lasting 1.5 seconds. In the positioning detection module, the infrared rangefinder 7 and the pressure sensor 8 are in a fully automatic closed-loop state, and the contact force of the pantograph-catenary target is set to 90 Newtons.

[0049] Control Process and Technical Effects: Due to the extremely high positioning accuracy requirements of high-speed rail lines, during the S2 tracking phase, the infrared rangefinder 7 continuously scans the spatial position with an accuracy of ±1mm. In step S3, the jet nozzle 6 applies high-pressure dry air to the infrared sensor window and the periphery of the conductive slide plate 2 every 3 minutes, completely eliminating infrared attenuation and misjudgment caused by condensation or snow. During the S4 de-icing phase, the de-icing vehicle applies a conventional current of 600A to the conductor, and the control system 9 uses a PID algorithm to control the pneumatic fine-tuning cylinder, suppressing the contact force fluctuation range to an extremely narrow range of 85N to 95N. The flexible composite material contact arm 1, with its excellent axial compliance, perfectly absorbs the horizontal mechanical vibration caused by the zigzag span changes of the conductor at a speed of 80km / h. Even under slight icing (1-3mm), the contact interface remains clean with an electrical contact resistance below 0.5 milliohms, and the conductor rapidly heats up to above 0℃, causing the ice layer to peel off before it can expand due to Joule heating and high-pressure airflow.

[0050] Example 2: Emergency Repair Operations for Severe Icing Disasters on Conventional Electrified Railways

[0051] This embodiment addresses an emergency restoration scenario for conventional electrified railways that have experienced severe freezing rain disasters, resulting in line shutdowns and the formation of a 5-10 mm hard, transparent ice shell on the overhead contact line.

[0052] Application environment: Conventional railway with a catenary height of 4.8 meters and conductor type of GT-100, in a shutdown state, with the speed of the de-icing vehicle controlled at 15km / h.

[0053] Engineering parameter configuration: The length of contact arm 1 is selected as 0.8 meters to obtain higher bending stiffness. The pneumatic self-cleaning device is switched to heavy-duty intensive cleaning mode, and the output pressure of air source 5 is adjusted to the rated maximum of 1.0 MPa. The spray frequency of jet nozzle 6 is shortened to once every 1 minute, with each spray lasting 3 seconds. The contact force of the pantograph-catenary target set by control system 9 is increased to 110 Newtons for forced ice breaking.

[0054] Control Process and Technical Effects: When the de-icing truck enters a heavily icy section at low speed, the traditional rigid pantograph is prone to violent jumping or even breakage due to the thick layer of hard ice covering the conductor. In this embodiment, the flexible contact arm 1 utilizes the mechanical elasticity of its carbon fiber silicone matrix to provide excellent elastic buffering at the moment the conductive sliding plate 2 impacts the hard ice shell, avoiding a rigid mechanical impact. In step S4, the de-icing truck injects an ultra-large DC de-icing current of 1800A. Due to the extremely high current, the insulating air pipe and ceramic nozzle 6 successfully block the flow of thousands of volts of out-of-plane voltage to the air source compressor. High-pressure air of 1.0MPa is pulsed from the nozzle 6, directly acting on the gap between the sliding plate and the conductor. The high-pressure airflow exerts a powerful aerodynamic shear tearing force on the hard ice shell, which has been softened by Joule heating, accelerating the brittle collapse and fragmentation of the hard ice. Control system 9 uses PID algorithm to finely adjust cylinder stroke at high frequency, and compensates for the 10 mm height jump generated instantly after the ice layer falls off in real time. It keeps the contact force firmly locked within the safe upper limit of 100N-120N, and no arcing trips occur. The entire disaster-stricken line completed efficient ice melting and cleaning within 20 minutes.

[0055] Example 3: Localized maintenance and precise de-icing of the overhead contact system in the station area

[0056] This embodiment addresses the refined daily maintenance scenario for complex areas such as tracks and turnouts in railway stations, focusing on localized snow accumulation, icicles, or specific attachments (such as bird droppings or hanging snow).

[0057] Application environment: multi-track stations, ambient temperature -2℃, no need for large-scale full-line de-icing, focusing on point-to-point precise maintenance.

[0058] Engineering parameter configuration: The device switches to semi-automatic or manual assisted vehicle interface control mode. The de-icing current is turned off (0 amps), only the pneumatic self-cleaning device is activated, the injection pressure is set to 0.8MPa, and it is in jog manual control mode.

[0059] Control Process and Technical Effects: Operators, through the onboard operating interface and images captured by external video monitoring equipment, manually fine-tune the coarse adjustment component 3 and fine adjustment component 4 to precisely align the conductive slide plate 2 at the end of the contact arm 1 and the air nozzle 6 with the severely icy section of the conductor above the track turnout. The infrared rangefinder 7 acts as a safety limit sensor at this time, preventing overshoot due to manual misoperation. When the air nozzle 6 is accurately hovered 0.1 meters below or to the side of the icy section (the slide plate and conductor can maintain a small gap or slight contact), the operator jogs to trigger the S3 self-cleaning command. The air nozzle 6 then directionally sprays a powerful, dry, high-pressure airflow of 0.8 MPa, purely utilizing the impact force of fluid mechanics to instantly blow away the localized cable icing or contaminants. The entire operation does not require personnel to climb to heights, nor does it require cutting off the entire power supply network to apply a large current for de-icing, greatly expanding the functional scope of this invention in daily railway maintenance and achieving high safety and high efficiency in localized maintenance.

[0060] The specific embodiments described above further illustrate the inventive purpose, technical solution, and beneficial effects of the present invention. It should be understood that the above descriptions are merely specific embodiments of the present invention and are not intended to limit the invention. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A rail vehicle-mounted current-collecting lifting and positioning device, characterized in that, include: The lifting mechanism installed on the top of the rail vehicle includes a coarse adjustment component (3) and a fine adjustment component (4). The coarse adjustment component (3) is used to adjust the height travel, and the fine adjustment component (4) is used to adjust the angle or position. The contact arm (1) is fixed to the moving end of the lifting mechanism, and its end is provided with a conductive slide plate (2) for sliding contact with the contact wire and transmitting de-icing current during the movement of the rail vehicle. A pneumatic self-cleaning device includes an air source (5) and a jet nozzle (6). The jet nozzle (6) is located at the end of the contact arm (1) and near the conductive slide plate (2) and is used to spray compressed air to remove ice and snow from the sliding contact interface between the conductive slide plate (2) and the contact wire. The positioning detection module is used to detect the dynamic pose and contact force of the contact arm (1) in real time. as well as The control system (9) is electrically connected to the lifting mechanism, the pneumatic self-cleaning device, and the positioning detection module. Based on the dynamic posture and contact force collected by the positioning detection module, it runs a closed-loop control algorithm to drive the coarse adjustment component (3) and the fine adjustment component (4) to track and adjust the dynamic offset of the contact wire in real time, so that the conductive slide plate (2) maintains constant pressure sliding contact with the contact wire, and controls the operation of the pneumatic self-cleaning device. The positioning detection module includes an infrared rangefinder (7) and a pressure sensor (8); the infrared rangefinder (7) has a measurement accuracy of ±1 mm and a measurement range of 0.1 m to 1.0 m; the pressure sensor (8) is used to detect the deformation and contact force of the contact arm (1), and its measurement range is 0 N to 200 N, with a measurement accuracy of ±1 N. The coarse adjustment component (3) includes an electric slide rail, and the fine adjustment component (4) includes a pneumatic fine adjustment cylinder; the control system (9) includes an embedded controller based on an ARM chip, which runs a PID algorithm to process the detection data of the positioning detection module in real time and outputs control signals to the lifting mechanism and the pneumatic self-cleaning device to achieve closed-loop control.

2. The apparatus according to claim 1, characterized in that, The contact arm (1) is a flexible contact arm made of high-strength flexible composite material, and its length is 0.5 meters to 1.5 meters; the conductive slide plate (2) is a carbon-based composite material, and the surface of the conductive slide plate (2) is coated with a hydrophobic coating.

3. The apparatus according to claim 1, characterized in that, The air source (5) is a compressor with an output pressure of 0.5MPa to 1.0MPa; the spray frequency of the jet nozzle (6) is dynamically adjusted according to the ice thickness, and is once every 3 to 10 minutes, with each spray lasting for 1 to 3 seconds.

4. The apparatus according to claim 1, characterized in that, The pneumatic self-cleaning device's nozzle (6) and / or related air passages are equipped with electric heating elements to prevent freezing and blockage in low-temperature environments.

5. The apparatus according to claim 1, characterized in that, The conductive slide plate (2) adopts a modular design that allows for quick replacement, making it convenient for maintenance and replacement after wear.

6. A method for de-icing rail vehicles based on the device according to any one of claims 1 to 5, characterized in that, Includes the following steps: S1: Initialization: Start the de-icing vehicle and raise the contact arm (1) to the vicinity of the contact wire using the coarse adjustment component (3); S2: Positioning and tracking: The positioning detection module is used to detect the height and horizontal offset of the conductor, as well as the deformation and contact force of the contact arm (1) in real time. The control system (9) runs a PID algorithm based on the detection data to drive the coarse adjustment component (3) and the fine adjustment component (4) to adjust the position of the contact arm (1) so that it can stably contact the conductor. S3: Self-cleaning operation: The control system (9) starts the pneumatic self-cleaning device according to the preset time interval or the ice and snow adhesion signal detected by the positioning detection module, and sprays compressed air through the jet nozzle (6) to remove the ice and snow on the surface of the contact arm (1) and the conductive slide plate (2). S4: De-icing execution: After the contact arm (1) makes stable contact with the conductor, compressed air is continuously or pulsedly sprayed through the jet nozzle (6) to remove the ice and snow at the sliding contact interface between the conductive slide plate (2) and the contact wire; at the same time, the de-icing vehicle applies de-icing current to the conductor, and the ice layer is melted by the Joule heat generated by the conductor. S5: Safety protection: The control system (9) monitors the contact force and the ice-melting current status in real time. If an abnormal contact is detected, the control system (9) automatically lowers the contact arm (1) or cuts off the ice-melting current and triggers an alarm.

7. The method according to claim 6, characterized in that, In step S3, the pneumatic injection pressure is dynamically adjusted according to the ice thickness, ranging from 0.5 MPa to 1.0 MPa; the injection frequency and duration are adaptively adjusted according to the degree of ice and snow adhesion.

8. The method according to claim 6, characterized in that, In step S4, the de-icing current is 500 amperes to 2000 amperes, and the control system (9) controls the contact force between the contact arm (1) and the wire to be between 80 Newtons and 120 Newtons.

Images