False steering prevention device for platform of rail working vehicle

Abstract

The utility model discloses a mistaken steering prevention device for a rail working vehicle platform, which comprises a rail vehicle, a working platform which is arranged on the rail vehicle and has multiple degrees of freedom, a controller which is arranged on the working platform and reciprocates in each degree of freedom, and at least one steering device arranged on the working platform, the electric field intensity testing assemblies are matched with the railway overhead line system in space and located on the two sides of the controller, each electric field intensity testing assembly comprises a lodging mechanism arranged on the operation platform and a supporting rod connected with a connecting rod on the lodging mechanism, and a lifting mechanism is arranged on the supporting rod; a field intensity meter is arranged at the free end of the lifting mechanism. Through the arrangement of the lifting mechanism, the position and direction of the field intensity meter can be flexibly adjusted according to needs, so that the electric field intensity at different heights and angles can be more accurately detected. The application range of the device is widened, and the detection accuracy and reliability are improved.

Description

Technical Field

[0001] The utility model belongs to the technical field of rail vehicle equipment, and more specifically, relates to a device for preventing mis-steering of a rail operation vehicle platform. Background Art

[0002] The railcar work platform is the main carrier for workers to carry out contact network operations. During the platform operation, due to the on-site operation errors of the workers, the work platform mistakenly turns to the contact network on the energized side, which often causes hazards such as electric shock to the workers or short circuit of the contact network. Although each user has formulated strict operating specifications for the use and operation of the railcar work platform, and the card control measures are very complete, personal injury accidents caused by negligence of personnel or other environmental reasons still occur from time to time. The electric field strength of the railway contact network is judged by the test of the field strength meter on the railcar, and compared with several benchmark values ​​obtained from a large amount of experimental data to determine whether the railway contact network near the railcar is energized.

[0003] For example, Patent No. CN202020212354.3 discloses a steering alarm device for a rail vehicle operating platform. In this device, the length of the support rod of the field strength meter is fixed, and the rail vehicle needs to be at a certain distance from the railway contact network when operating. The span between the railway contact networks is sometimes very large, resulting in inconsistent heights of the middle lines. During the measurement process, the field strength meter will have large errors in the measured data. Summary of the invention

[0004] An object of the present invention is to solve at least the above problems and / or disadvantages and to provide at least the advantages to be described below.

[0005] In order to achieve these purposes and other advantages according to the utility model, a device for preventing missteering of a rail working vehicle platform is provided, comprising: a rail vehicle, a working platform with multiple degrees of freedom arranged on the rail vehicle, a controller arranged on the working platform for reciprocating motion of each degree of freedom, at least one electric field strength testing component arranged on the working platform and cooperating with the railway contact network space, which is located on both sides of the controller, and the electric field strength testing component comprises: a falling mechanism arranged on the working platform, a support rod connected to the connecting rod on the falling mechanism, a lifting mechanism is arranged on the support rod, and a field strength meter is arranged at the free end of the lifting mechanism.

[0006] Preferably, the lifting mechanism comprises: an electric push rod arranged in the support rod, and a mounting platform is arranged at the free end of the electric push rod;

[0007] Wherein, the field strength meter is arranged on a mounting platform.

[0008] Preferably, it further includes a shielding member arranged on the installation platform in an arc structure, and the arc opening of the shielding member faces the controller side.

[0009] Preferably, a groove for the connecting rod to rotate is provided on the lodging mechanism. A fixing hole is horizontally opened on one side of the contact surface between the groove and the connecting rod. A spring and a ball are installed in the fixing hole. The ball is located on the side close to the opening of the fixing hole, and the diameter of the opening of the fixing hole is smaller than the diameter of the ball. The diameter of the rear end of the fixing hole is the same as the diameter of the ball. A groove for the ball to extend into is provided on the contact surface between the connecting rod and the lodging mechanism.

[0010] Preferably, guardrails are provided around the operation platform, and an electric door for staff to enter and exit is provided at the guardrail on one side;

[0011] Among them, the electric door is communicatively connected with the controller.

[0012] The utility model has at least the following beneficial effects: Through the provided lifting mechanism, the field intensity meter can flexibly adjust its position and direction as needed to more accurately detect the electric field intensity at different heights and angles. This design not only enhances the applicable range of the device but also improves the accuracy and reliability of detection.

[0013] Other advantages, objectives, and features of the utility model will be partially reflected by the following description and partially understood by those skilled in the art through the research and practice of the utility model. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 It is a schematic structural diagram of the electric field intensity test component of the utility model;

[0015] Figure 2 It is a schematic overall structure diagram of the utility model;

[0016] Figure 3 It is a cross-sectional view of the electric field intensity test component of the utility model.

[0017] Reference numerals in the figures: 1, rail vehicle; 2, operation platform; 3, railway catenary; 4, controller; 5, electric field intensity test component; 51, lodging mechanism; 52, connecting rod; 53, support rod; 54, electric push rod; 55, installation platform; 56, field intensity meter; 57, shielding member; 6, fixing hole; 7, spring; 8, ball; 9, groove; 10, guardrail; 11, electric door. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0018] The following further describes the utility model in detail with reference to the drawings, so that those skilled in the art can implement it according to the description in the specification.

[0019] It should be understood that terms such as "having", "comprising", and "including" used herein do not exclude the presence or addition of one or more other elements or combinations thereof.

[0020] It should be noted that in the description of the present utility model, the orientation or positional relationship indicated by the terms is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present utility model and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation to the present utility model. In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance.

[0021] In the description of the present utility model, unless otherwise clearly specified and defined, terms such as "installed", "provided with", "sheathed / connected", "connected", etc. should be understood in a broad sense. For example, "connected" can be a fixed connection, a detachable connection, or an integral connection. It can be a mechanical connection or an electrical connection. It can be directly connected or indirectly connected through an intermediate medium. It can be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood according to specific circumstances.

[0022] In addition, in the present utility model, unless otherwise clearly specified and defined, the first feature being "on" or "under" the second feature can be that the first and second features are in direct contact, or the first and second features are indirectly in contact through an intermediate medium. Moreover, the first feature being "above", "over" and "on" the second feature can be that the first feature is directly above or obliquely above the second feature, or merely indicates that the first feature is at a higher horizontal height than the second feature. The first feature being "under", "beneath" and "under" the second feature can be that the first feature is directly below or obliquely below the second feature, or merely indicates that the first feature is at a lower horizontal height than the second feature.

[0023] Figures 1 - 3 A kind of anti-missteering device for the track operation vehicle platform shown in the figure includes: a track vehicle 1, an operation platform 2 with multiple degrees of freedom arranged on the track vehicle 1, a controller 4 arranged on the operation platform 2 for reciprocating motion of each degree of freedom, at least one electric field intensity test component 5 arranged on the operation platform 2 and spatially matched with the railway catenary 3, which is located on both sides of the controller 4. The electric field intensity test component 5 includes: a lodging mechanism 51 arranged on the operation platform 2, a support rod 53 connected to a connecting rod 52 on the lodging mechanism, a lifting mechanism arranged on the support rod 53, and a field intensity meter 56 arranged at the free end of the lifting mechanism.

[0024] Working principle:

[0025] First, drive the rail vehicle 1 onto the track. The working platform 2 on the rail vehicle 1 can rotate left and right through the controller 4, and can also move up and down (wherein, the working platform includes a hydraulic device arranged on the rail vehicle, a rotating component arranged at the free end of the hydraulic device, and a working table connected to the rotating component. Under the cooperation of the hydraulic device and the rotating component, the working table realizes up and down movement and left and right rotation in space), so as to meet the detection requirements of the railway catenary 3 by the staff. The field intensity meter 56 is used to detect the electric field intensity of the railway catenary 3 on both sides of the working platform 2. At the same time, the initial position of the field intensity meter 56 is lower than the lowest point of the railway catenary 3 (here, the field intensity meter 56 is a precision field intensity meter with good test performance). The lodging mechanism 51 makes the support rod 53 rotate from the retracted state to the vertically raised state through the connecting rod 52. At the same time, the lifting mechanism adjusts the height of the field intensity meter 56 as needed. Since the heights of the railway connection networks are inconsistent, the lifting mechanism can lift the field intensity meter 56 to near the catenary, so as to accurately measure the electric field intensity, improving the accuracy and reliability of the detection.

[0026] In the above technical solution, the lifting mechanism includes: an electric push rod 54 arranged in the support rod 53, and an installation platform 55 is arranged at the free end of the electric push rod 54;

[0027] Among them, the field intensity meter 56 is arranged on the installation platform 55. Adopting this technical solution, the installation platform 55 is used to install and carry the field intensity meter 56. The electric push rod 54 is driven by a motor, and the movement of its free end changes the height of the field intensity meter 56 in the spatial direction. The electric push rod 54 has a self-locking function and can maintain the current position unchanged when powered off or stopped working, improving the working stability of the field intensity meter 56.

[0028] In the above technical solution, it further includes: a shielding member 57 arranged on the installation platform 55 in an arc structure, and the arc opening of the shielding member 57 faces the controller 4 side. Adopting this technical solution, the shielding member 57 in an arc structure is used to shield the electric field on the other side, eliminate the influence of the electric field on the other side on the measurement result of the field intensity meter 56, and can also measure the electric field on the other side normally, improving the measurement accuracy of the field intensity meter 56.

[0029] In the above technical solution, a groove for the rotation of the connecting rod 52 is provided on the lodging mechanism 51. A fixing hole 6 is provided on one side of the contact surface between the groove and the support rod 53. A spring 7 and a ball 8 are installed in the fixing hole 6. The ball 8 is located on the side close to the opening of the fixing hole 6, and the diameter of the opening of the fixing hole 6 is smaller than the diameter of the ball 8. The diameter of the rear end of the fixing hole 6 is the same as the diameter of the ball 8. A groove 9 for the ball 8 to extend into is provided on the contact surface between the connecting rod 52 and the lodging mechanism 51. With this technical solution, as the support rod 53 rotates, the ball 8 starts to move along the fixing hole 6 towards the contact surface under the elastic force of the spring 7 (the opening at the front end of the fixing hole is smaller than the diameter of the ball. When the ball is not in contact with the contact surface of the connecting rod, a part of its surface is located outside the fixing hole, and at the same time, the opening is smaller than the diameter of the ball, ensuring that the ball will not pop out of the fixing hole). When the support rod 53 rotates to a predetermined position (i.e., the vertical direction), the ball 8 will exactly align with the groove 9 on the support rod 53. Under the further push of the spring 7, the ball 8 extends into the groove 9. Once the ball 8 completely enters the groove 9, the relative position between the lodging mechanism 51 and the support rod 53 is locked, achieving positioning. The locking mechanism formed after the ball 8 enters the groove 9 has a self-locking function and can maintain the stable connection between the lodging mechanism 51 and the support rod 53 without external force.

[0030] In the above technical solution, guardrails 10 are provided around the operation platform 2, and an electric door 11 for the staff to enter and exit is provided at one side of the guardrail 10;

[0031] Among them, the electric door 11 is communicatively connected to the controller 4. With this technical solution, the guardrail 10 is used to protect the staff and facilitate the maintenance work of the staff. At the same time, the field intensity meter 56 transmits the information about the electrified situation of the surrounding railway catenary 3 collected to the controller 4. When the field intensity meter 55 detects that the railway catenary 3 is electrified, the controller 4 controls the electric door 11 to be in a closed state (cannot be opened from the outside), prohibiting personnel from entering the inside of the operation platform 2. When the field intensity meter 56 detects that the railway catenary 3 is not electrified, the controller 4 controls the electric door 11 to be in an openable state. The staff can climb to the operation platform 2 through the ladder beside the guardrail 10, open the electric door 11 and enter the inside of the operation platform 2, and then repair the non-electrified railway catenary 3.

[0032] Although the embodiments of the present invention have been disclosed above, it is not limited to only the applications listed in the specification and embodiments. It can be fully applied to various fields suitable for the present invention. For those familiar with the field, additional modifications can be easily made. Therefore, without departing from the general concept defined by the claims and their equivalents, the present invention is not limited to the specific details and the illustrated examples here.

Claims

1. A device for preventing missteering of a rail vehicle platform, comprising: A rail vehicle, a working platform with multiple degrees of freedom arranged on the rail vehicle, a controller arranged on the working platform for reciprocating motion of each degree of freedom, at least one electric field strength test component arranged on the working platform and coordinated with the railway contact network space, which is located on both sides of the controller, characterized in that the electric field strength test component includes: a falling mechanism arranged on the working platform, a support rod connected to the connecting rod on the falling mechanism, a lifting mechanism is arranged on the support rod, and a field strength meter is arranged at the free end of the lifting mechanism.

2. The anti-missteering device for a rail vehicle platform according to claim 1, characterized in that: The lifting mechanism comprises: an electric push rod arranged in the support rod, and a mounting platform is arranged at the free end of the electric push rod; Wherein, the field strength meter is arranged on a mounting platform.

3. The anti-missteering device for a rail vehicle platform according to claim 2, characterized in that: Also includes: A shielding member in an arc-shaped structure is arranged on the mounting platform, and the arc-shaped opening of the shielding member faces one side of the controller.

4. The anti-missteering device for a rail vehicle platform according to claim 1, characterized in that: The falling mechanism is provided with a groove for the connecting rod to rotate, and a fixing hole is laterally provided on one side of the contact surface between the groove and the connecting rod. A spring and a ball are installed in the fixing hole, and the ball is located on the side close to the opening of the fixing hole, and the diameter of the fixing hole opening is smaller than the diameter of the ball, and the rear end diameter of the fixing hole is the same as the diameter of the ball, and a groove is provided on the contact surface between the connecting rod and the falling mechanism for the ball to extend into.

5. The anti-missteering device for a rail vehicle platform according to claim 1, characterized in that: The working platform is provided with guardrails around it, and an electric door for workers to enter and exit is provided at the guardrail on one side; Wherein, the electric door is communicatively connected with the controller.

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