Railway vehicle body electrification warning device and railway vehicle

Abstract

The utility model relates to the technical field of railway vehicle detection, and provides a railway vehicle body electrification warning device and a railway vehicle, which comprise a first control switch, a second control switch, a warning unit and a control button, the first control switch comprises a first input line and a normally open switch contact, and the second control switch comprises a second input line and a normally closed switch contact; the input end of the first input line is electrically connected with a vehicle body of the railway vehicle, and the output end of the first input line is electrically connected with a current collection rail negative rail through a normally-closed switch contact. The second input line and the control button are connected in series to form a first branch, and the warning unit and the normally open switch contact of the first control switch are connected in series to form a second branch; the first branch and the second branch are connected in parallel and are powered by a railway vehicle. Through the application of the device and the vehicle, an alarm can be given under the condition that the vehicle body is electrified, so that a worker can quickly find an electric leakage fault, the time for solving the electric leakage fault is shortened, and the safety of passengers getting on and off the vehicle is improved.

Description

Technical Field

[0001] The utility model relates to the technical field of rail vehicle detection, in particular to a rail vehicle body live warning device and a rail vehicle. Background Art

[0002] Since the monorail vehicle uses a bogie structure that is different from that of conventional rail vehicles, when the high-voltage cable of the current collector is connected to the electrical equipment on the vehicle, a section of the cable will be laid on the bogie. This section of the cable will move with the movement of the bogie. Although it is protected by a protective hose, long-term vibration and impact may cause the protective hose and the protective layer of the cable to wear out, causing the vehicle body to directly contact the conductive part of the high-voltage cable, making the vehicle body electrified. Since the monorail vehicle is a rubber-wheeled vehicle, the vehicle body is insulated from the ground, so the leakage voltage on the vehicle body cannot be transmitted to the ground through the tires. If the leakage fault is not checked, during the operation of the vehicle, when passengers step on and off the vehicle, the leakage voltage will be released to the ground through the human body, causing personal injury.

[0003] At present, the inspection of monorail vehicle bodies with live electricity mainly relies on maintenance personnel when they inspect and maintain the vehicles. It is difficult for drivers and maintenance personnel to find out whether the vehicle body is live during operation, resulting in low efficiency in leakage fault inspection and a long time to discover and solve leakage faults, resulting in a high risk of electric shock for passengers when getting on and off the vehicle. Utility Model Content

[0004] The utility model provides a rail vehicle body live warning device and a rail vehicle, which are used to solve the defect in the prior art that it is difficult for drivers and maintenance personnel to find out whether the vehicle body has live electricity, realize intuitive warning of the vehicle body live electricity phenomenon, shorten the time of finding leakage fault so as to quickly deal with the leakage fault, and improve the safety of passengers getting on and off the vehicle.

[0005] The utility model provides a rail vehicle body live warning device, comprising: a first control switch, a second control switch, a warning unit and a control button;

[0006] The first control switch includes a first input circuit and a normally open switch contact, and the second control switch includes a second input circuit and a normally closed switch contact; the input end of the first input circuit is electrically connected to the body of the rail vehicle, and the output end of the first input circuit is electrically connected to the negative rail of the current receiving rail that supplies power to the rail vehicle through the normally closed switch contact of the second control switch; the second input circuit of the second control switch and the control button are connected in series to form a first branch, and the warning unit and the normally open switch contact of the first control switch are connected in series to form a second branch; the first branch and the second branch are connected in parallel, and the first branch and the second branch are powered by the rail vehicle.

[0007] According to a rail vehicle body live warning device provided by the utility model, the first control switch is a contactor, and the second control switch is an electromagnetic relay.

[0008] According to the utility model, a rail vehicle body live warning device also includes a voltage-dividing resistor; the voltage-dividing resistor is connected to the circuit between the first control switch and the rail vehicle body, and is connected in series with the first control switch.

[0009] According to a rail vehicle body live warning device provided by the utility model, it also includes a diode, which is connected to the circuit between the voltage-dividing resistor and the body of the rail vehicle and is connected in series with the voltage-dividing resistor; the positive electrode of the diode is electrically connected to the body of the rail vehicle, and the negative electrode is electrically connected to the voltage-dividing resistor.

[0010] According to a rail vehicle body live warning device provided by the utility model, the control button is a self-reset button.

[0011] According to a rail vehicle body live warning device provided by the utility model, the warning unit is installed on the operating console of the driver's cab of the rail vehicle.

[0012] According to a rail vehicle body live warning device provided by the utility model, the warning unit includes an indicator light.

[0013] According to a rail vehicle body live warning device provided by the utility model, the warning unit includes a buzzer.

[0014] According to the utility model, a rail vehicle body live warning device also includes a display unit, and the input and output ports of the display unit are electrically connected to the normally open switch contacts of the first control switch.

[0015] The utility model further provides a rail vehicle, which comprises any one of the above-mentioned rail vehicle body live warning devices.

[0016] The utility model provides a rail vehicle body live warning device and a rail vehicle, wherein the device includes: a first control switch, a second control switch, a warning unit and a control button; the first control switch includes a first input circuit and a normally open switch contact, and the second control switch includes a second input circuit and a normally closed switch contact; the input end of the first input circuit is electrically connected to the body of the rail vehicle, and the output end of the first input circuit is electrically connected to the negative rail of the current receiving rail that supplies power to the rail vehicle through the normally closed switch contact of the second control switch; the second input circuit of the second control switch and the control button are connected in series to form a first branch, and the warning unit and the normally open switch contact of the first control switch are connected in series to form a second branch; the first branch is connected in parallel with the second branch, and the first branch and the second branch are powered by the rail vehicle. Through the application of the device and the rail vehicle, an alarm can be issued through the warning unit when the vehicle body is live, so that the staff can quickly find the leakage fault, thereby shortening the time to solve the leakage fault and improving the safety of passengers getting on and off the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the technical solutions in the present invention or the prior art, a brief introduction will be given below to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0018] Figure 1 The utility model is a schematic diagram of the circuit structure of the rail vehicle body live warning device.

[0019] Reference numerals:

[0020] 1: first control switch; 2: second control switch; 3: warning unit; 4: control button; 5: voltage divider resistor; 6: diode; 11: normally open switch contact; 21: normally closed switch contact. DETAILED DESCRIPTION

[0021] In order to make the purpose, technical solution and advantages of the utility model clearer, the technical solution of the utility model will be clearly and completely described below in conjunction with the drawings in the utility model. Obviously, the described embodiments are part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0022] like Figure 1 As shown, the rail vehicle body live warning device provided by the utility model includes: a first control switch 1, a second control switch 2, a warning unit 3 and a control button 4.

[0023] The first control switch 1 includes a first input circuit and a normally open switch contact 11, and the second control switch 2 includes a second input circuit and a normally closed switch contact 21. When the first input circuit of the first control switch 1 is not powered, the normally open switch contact 11 remains in an open state, and when the first input circuit of the first control switch 1 is powered, the normally open switch contact 11 remains in a closed state. When the second input circuit of the second control switch 2 is not powered, the normally closed switch contact 21 remains in a closed state, and when the second input circuit of the second control switch 2 is powered, the normally closed switch contact 21 remains in an open state.

[0024] The input end of the first input line is electrically connected to the body of the rail vehicle, and the output end of the first input line is connected to the negative rail (i.e., the negative rail) of the current receiving rail for powering the rail vehicle through the normally closed switch contact 21 of the second control switch 2. Figure 1 The current receiving rail (high voltage return negative rail) is electrically connected.

[0025] The second input line of the second control switch 2 and the control button 4 are connected in series to form a first branch, and the warning unit 3 and the normally open switch contact 11 of the first control switch 1 are connected in series to form a second branch; the first branch and the second branch are connected in parallel, and the first branch and the second branch are powered by the rail vehicle. Preferably, the first branch and the second branch can be electrically connected to the control circuit of the rail vehicle.

[0026] When the body of the rail vehicle is charged, and the voltage difference between the body voltage and the negative rail of the current collecting rail exceeds the preset voltage difference limit, the first control switch 1 is powered through the first input line. For example, the preset voltage difference limit can be set to 100V, that is, when the body voltage is higher than the negative rail of the current collecting rail by more than 100V, the first control switch 1 is powered through the first input line. After the first control switch 1 is powered, its normally open switch contact 11 is closed, the warning unit 3 is powered and issues a warning, reminding the driver or maintenance personnel that the body is charged.

[0027] In order to eliminate the situation that the normally open switch contact 11 of the first control switch 1 has a sticking fault, which leads to a false alarm of the vehicle body being charged, the driver or maintenance personnel can press the control button 4 after discovering that the warning unit 3 issues a warning. After the control button 4 is pressed, the second control switch 2 is energized through the second input line, and the normally closed switch contact 21 of the second control switch 2 remains in a disconnected state. At this time, the electrical connection between the first control switch 1 and the negative rail of the current receiving rail is disconnected, and the first control switch 1 is powered off. If the warning unit 3 is not powered off at this time and still issues a warning, it indicates that the normally open switch contact 11 of the first control switch 1 has a sticking fault, and the vehicle body is "falsely charged" at this time; if the warning unit 3 is powered off and no longer issues a warning, and the warning unit 3 issues a warning after the control button 4 is restored, it indicates that the vehicle body is "really charged" at this time. By using the device to perform the above operations, the driver or maintenance personnel can intuitively and timely discover the phenomenon of vehicle body charging, and can eliminate the false alarm phenomenon, thereby shortening the processing time of leakage faults and ensuring the safety of passengers getting on and off the vehicle.

[0028] In an optional embodiment, the first control switch 1 is an electromagnetic relay, and the second control switch 2 is a contactor.

[0029] In an optional embodiment, the device further includes a voltage-dividing resistor 5. The voltage-dividing resistor 5 is connected to the circuit between the first control switch 1 and the body of the rail vehicle, and is connected in series with the first control switch 1. The voltage-dividing resistor 5 can play a role in voltage division, so that a part of the voltage is divided on the voltage-dividing resistor 5, reducing the voltage borne by the first control switch 1 and the second control switch 2, and avoiding the large voltage difference between the body and the negative rail of the current-collecting rail from causing damage to the first control switch 1 and the second control switch 2.

[0030] In an optional embodiment, the above-mentioned device also includes a diode 6, which is connected to the circuit between the voltage-dividing resistor 5 and the body of the rail vehicle and is connected in series with the voltage-dividing resistor 5; the positive electrode of the diode is electrically connected to the body of the rail vehicle, and the negative electrode is electrically connected to the voltage-dividing resistor 5. The provision of the diode 6 can prevent the generation of reverse current in the circuit.

[0031] In an optional embodiment, the control button 4 is a self-reset button, which can remain in an off state without being subjected to external pressure.

[0032] In an optional embodiment, the warning unit 3 is installed on the operating console of the driver's cab of the rail vehicle. Through such an installation scheme, when the vehicle body becomes electrified during the operation of the vehicle, the warning unit 3 can give an intuitive reminder to the driver.

[0033] In an optional embodiment, the warning unit 3 in the above device includes an indicator light. When the vehicle body is electrified, the indicator light lights up to alert the maintenance personnel and the driver.

[0034] In an optional embodiment, the warning unit 3 in the above device includes a buzzer. When the vehicle body is electrified, the buzzer can sound an alarm to remind the maintenance personnel and the driver.

[0035] In an optional embodiment, the above-mentioned device also includes a display unit, and the input and output ports of the display unit are electrically connected to the normally open switch contacts 11 of the first control switch 1. When the contacts of the normally open switch of the first control switch 1 are closed, the display unit can pop up a prompt on the display interface to further improve the warning effect.

[0036] In summary, the rail vehicle body live warning device provided by the utility model includes: a first control switch, a second control switch, a warning unit and a control button; the first control switch includes a first input circuit and a normally open switch contact, and the second control switch includes a second input circuit and a normally closed switch contact; the input end of the first input circuit is electrically connected to the body of the rail vehicle, and the output end of the first input circuit is electrically connected to the negative rail of the current receiving rail that supplies power to the rail vehicle through the normally closed switch contact of the second control switch; the second input circuit of the second control switch and the control button are connected in series to form a first branch, and the warning unit and the normally open switch contact of the first control switch are connected in series to form a second branch; the first branch is connected in parallel with the second branch, and the first branch and the second branch are powered by the rail vehicle. Through the application of this device, an alarm can be issued through the warning unit when the vehicle body is live, so that the staff can quickly find the leakage fault, thereby shortening the time to solve the leakage fault and improving the safety of passengers getting on and off the vehicle.

[0037] The utility model also provides a rail vehicle, which includes any of the above-mentioned rail vehicle body live warning devices. It should be understood that the utility model does not limit the specific type of the rail vehicle. For example, the vehicle can be a motor vehicle, a diesel locomotive, a tram, etc. Since the rail vehicle is equipped with any of the above-mentioned rail vehicle body live warning devices, it also has corresponding technical effects.

[0038] The device embodiments described above are merely illustrative, wherein the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the scheme of this embodiment. Ordinary technicians in this field can understand and implement it without paying creative labor.

[0039] Through the description of the above implementation methods, those skilled in the art can clearly understand that each implementation method can be implemented by means of software plus a necessary general hardware platform, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solution is essentially or the part that contributes to the prior art can be embodied in the form of a software product, and the computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, a disk, an optical disk, etc., including a number of instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in each embodiment or some parts of the embodiments.

[0040] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the utility model, rather than to limit it. Although the utility model has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the various embodiments of the utility model.

Claims

1. A rail vehicle body live warning device, characterized in that: include: A first control switch, a second control switch, a warning unit and a control button; The first control switch includes a first input circuit and a normally open switch contact, and the second control switch includes a second input circuit and a normally closed switch contact; the input end of the first input circuit is electrically connected to the body of the rail vehicle, and the output end of the first input circuit is electrically connected to the negative rail of the current receiving rail that supplies power to the rail vehicle through the normally closed switch contact of the second control switch; the second input circuit of the second control switch and the control button are connected in series to form a first branch, and the warning unit and the normally open switch contact of the first control switch are connected in series to form a second branch; the first branch and the second branch are connected in parallel, and the first branch and the second branch are powered by the rail vehicle.

2. The rail vehicle body live warning device according to claim 1, characterized in that: The first control switch is a contactor, and the second control switch is an electromagnetic relay.

3. The rail vehicle body live warning device according to claim 1, characterized in that: It also includes a voltage-dividing resistor; the voltage-dividing resistor is connected to the circuit between the first control switch and the body of the rail vehicle, and is connected in series with the first control switch.

4. The rail vehicle body live warning device according to claim 3, characterized in that: It also includes a diode, which is connected to the circuit between the voltage-dividing resistor and the body of the rail vehicle and is connected in series with the voltage-dividing resistor; the positive electrode of the diode is electrically connected to the body of the rail vehicle, and the negative electrode is electrically connected to the voltage-dividing resistor.

5. The rail vehicle body live warning device according to claim 1, characterized in that: The control button is a self-resetting button.

6. The rail vehicle body live warning device according to claim 1, characterized in that: The warning unit is installed on the operating console of the driver's cab of the rail vehicle.

7. The rail vehicle body live warning device according to any one of claims 1 to 6, characterized in that: The warning unit includes an indicator light.

8. The rail vehicle body live warning device according to any one of claims 1 to 6, characterized in that: The warning unit includes a buzzer.

9. The rail vehicle body live warning device according to any one of claims 1 to 6, characterized in that: The first branch and the second branch are electrically connected to a control circuit of the rail vehicle.

10. A rail vehicle, characterized in that: It comprises the rail vehicle body live warning device as described in any one of claims 1 to 9.

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