Safety monitoring structure for rail train overhead line system

Abstract

The utility model discloses a safety monitoring structure for a rail train catenary, which belongs to the technical field of catenary monitoring, and comprises a bearing pantograph head, the outer side of the bearing pantograph head is movably connected with a mounting mechanism, and the top of the mounting mechanism is movably connected with an adjusting mechanism. Monitoring equipment can be directly installed on the two sides of a sliding plate on the inner side of a bearing pantograph head which is in direct contact with a contact line in the train advancing process, so that train seats are transferred to a carrier, and after a train advances to a whole section of a path, flaw detection monitoring can be conducted on the whole section of the contact line on the path; moreover, flaw detection monitoring equipment can be matched with image recording equipment to immediately collect and gather images after discovering abnormity, and an infrared flaw detector and an image recorder for monitoring can be respectively adjusted, so that the horizontal height of the infrared flaw detector and the image recorder, which are directly connected with a contact line, is reached; and adjusting the irradiation angles of the infrared lamp and the image light recording lamp.

Description

Technical Field

[0001] This utility model relates to the field of overhead contact line monitoring technology, and in particular to a safety monitoring structure for overhead contact lines of railway trains. Background Technology

[0002] The overhead contact system of electrified railways is laid out in the open along the railway line. It is long, has many points, and has no backup. With the rapid development of electrified railways, especially the expansion of the high-speed electrified railway network, the railway department has put forward higher requirements for the operation safety of the traction power supply system. The overhead contact system is an important part of the power supply system of high-speed railways, and its infrastructure maintenance faces the urgent need to ensure safety, improve efficiency, and reduce costs.

[0003] In the existing technology, the monitoring of the overhead contact line mainly adopts the manual inspection method, which has problems such as low efficiency, poor accuracy and slow response speed. It not only consumes a lot of manpower, but is also limited by time and weather conditions, making it impossible to measure around the clock, which poses a hidden danger to the safe and stable operation of the overhead contact line system.

[0004] To address the aforementioned issues, the existing patent (publication number: CN207291742U) utilizes an internal housing containing electronic devices for real-time monitoring and data transmission. The housing has an axially oriented through-hole for the additional conductor, with clamps at both ends. An antenna for wireless data transmission is located externally on the housing. This product is simple to use, offers significant technical benefits, and can be widely applied in the design of online monitoring products for overhead contact line conductors. It meets the requirements of overhead contact line systems operating in outdoor environments, enabling real-time monitoring of the contact suspension conductor's movement, vibration, current, and temperature, providing reliable, accurate, and comprehensive monitoring data.

[0005] To address the aforementioned issues, existing patents have provided solutions. However, when conducting flaw detection and monitoring of the contact wire within the overhead contact system, fixed-point monitoring or manual inspection is often used. However, the train travels long distances, the contact wires are far apart, and the locations may be in remote areas with rugged terrain, making it difficult to monitor the entire section and provide timely feedback at the monitoring and reporting points. This means that only the damaged sections can be identified and inspected one by one, resulting in significant manpower consumption.

[0006] Therefore, a safety monitoring structure for the overhead contact system of rail trains is proposed. Utility Model Content

[0007] The purpose of this utility model is to provide a safety monitoring structure for the overhead contact line of rail trains, which can solve the problems that existing fixed monitoring and manual inspection cannot monitor the entire contact line and cannot mark the monitoring points, requiring repeated inspections.

[0008] To achieve the above objectives, this utility model provides the following technical solution: a safety monitoring structure for the overhead contact line of a rail train, comprising a bearing bow head, an installation mechanism movably connected to the outer side of the bearing bow head, and an adjustment mechanism movably connected to the top of the installation mechanism;

[0009] The installation mechanism includes a support plate, a pressure gripper, a sliding block, a drive assembly, and an electric bidirectional threaded rod. The support plate is movably connected to the outside of the support arch head. The pressure gripper is slidably connected to the top of the support plate. The sliding block is fixedly connected to the bottom of the pressure gripper. The drive assembly is movably connected to the bottom of the support plate. The electric bidirectional threaded rod is threaded to the left and right sides of the support plate and to the inside of the adjustment mechanism.

[0010] Preferably, a support base is slidably connected to the top of the bearing plate, and an electronic telescopic rod is fixedly connected to the top of the support base.

[0011] Preferably, a fixed plate is fixedly connected to the top of the electronic telescopic rod, and a movable plate is rotatably connected to the top of the fixed plate.

[0012] Preferably, the top of the fixed plate is threaded with an electric threaded rod, the outer side of the electric threaded rod is threaded with a linkage block, the top of the linkage block is rotatably connected with a pull rod, and the pull rod is rotatably connected to the bottom of the movable plate.

[0013] Preferably, a servo motor is fixedly connected to the bottom of the support plate, and a rotating disk is fixedly connected to the output end of the servo motor.

[0014] Preferably, a connecting plate is fixedly connected to the bottom of the sliding block, and a connecting rod is rotatably connected to the outer side of the connecting plate, the connecting rod being rotatably connected to the outer side of the rotating disk.

[0015] Preferably, an infrared flaw detector is fixedly connected to the top of the left movable plate, and an image recorder is fixedly connected to the top of the right movable plate.

[0016] Preferably, an upper arm is movably connected to the outer side of the bearing bow head, a base frame is movably connected to the bottom of the upper arm, guide rods are fixedly connected to the top of the base frame and the bottom of the upper arm, and an insulator is movably connected to the bottom of the base frame.

[0017] Compared with the prior art, the beneficial effects of this utility model are:

[0018] 1. By setting up an installation mechanism, this application allows the monitoring equipment to be directly installed on both sides of the sliding plate inside the bearing arch head that is in direct contact with the contact line during train travel. This enables the train seat transfer carrier to be transferred. After the train has traveled a complete section of the path, the entire contact line along that path can also be monitored for flaw detection. Furthermore, the flaw detection monitoring equipment can be used in conjunction with the image recording equipment to immediately record and summarize images after an anomaly is detected.

[0019] 2. This application, by setting up an adjustment mechanism, allows for separate adjustments to the infrared flaw detector and image recorder used for monitoring, thereby adjusting their horizontal height relative to the contact line, as well as the illumination angles of the infrared lamps and image recording lamps. This enables fine-tuning in real time as the contact line changes during the monitoring operation of the entire train journey, thus facilitating better monitoring of the entire section. Attached Figure Description

[0020] Figure 1 This is an overall structural diagram of the safety monitoring structure for the overhead contact system of rail trains according to this utility model.

[0021] Figure 2 This is an overall structural diagram of the installation mechanism of this utility model;

[0022] Figure 3 This is an overall structural diagram of the drive component of this utility model;

[0023] Figure 4 This is an overall structural diagram of the adjustment mechanism of this utility model;

[0024] Figure 5 This is a partial structural diagram of the bearing head of this utility model.

[0025] In the diagram, 1. Bearing head; 2. Mounting mechanism; 21. Bearing plate; 22. Pressure gripper; 23. Sliding block; 24. Drive assembly; 24a. Servo motor; 24b. Rotating disk; 24c. Linking plate; 24d. Linking rod; 25. Electric bidirectional threaded rod; 3. Adjustment mechanism; 31. Support base; 32. Electronic telescopic rod; 33. Fixed plate; 34. Movable plate; 35. Electric threaded rod; 36. Linking block; 37. Pull rod; 4. Infrared flaw detector; 5. Image recorder; 6. Upper arm; 7. Base frame; 8. Guide rod; 9. Insulator. Detailed Implementation

[0026] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0027] Please see Figure 1-5 The present invention provides the following technical solution:

[0028] A safety monitoring structure for overhead contact lines of rail trains includes a support bow head 1, an installation mechanism 2 movably connected to the outer side of the support bow head 1, and an adjustment mechanism 3 movably connected to the top of the installation mechanism 2.

[0029] The mounting mechanism 2 includes a support plate 21, a pressure gripper 22, a sliding block 23, a drive assembly 24, and an electric bidirectional threaded rod 25. The support plate 21 is movably connected to the outside of the support bow head 1. The pressure gripper 22 is slidably connected to the top of the support plate 21. The sliding block 23 is fixedly connected to the bottom of the pressure gripper 22. The drive assembly 24 is movably connected to the bottom of the support plate 21. The electric bidirectional threaded rod 25 is threadedly connected to the left and right sides of the support plate 21 and to the inside of the adjustment mechanism 3.

[0030] In this embodiment, the driving component 24 can drive the pressure gripper 22 on the support plate 21 to clamp the slide plate on the support bow head 1, so that the monitoring device on the support plate 21 is just on both sides of the slide plate that is in contact with the contact line, thereby enabling better full-section monitoring.

[0031] Specifically, such as Figure 1 , Figure 4 As shown, a support base 31 is slidably connected to the top of the support plate 21, and an electronic telescopic rod 32 is fixedly connected to the top of the support base 31.

[0032] Specifically, such as Figure 1 , Figure 4 As shown, a fixed plate 33 is fixedly connected to the top of the electronic telescopic rod 32, and a movable plate 34 is rotatably connected to the top of the fixed plate 33.

[0033] Specifically, such as Figure 1 , Figure 4 As shown, the top of the fixed plate 33 is threadedly connected to an electric threaded rod 35, the outer side of the electric threaded rod 35 is threadedly connected to a linkage block 36, the top of the linkage block 36 is rotatably connected to a pull rod 37, and the pull rod 37 is rotatably connected to the bottom of the movable plate 34.

[0034] In this embodiment: the height of the fixed plate 33 and the movable plate 34 carrying the monitoring equipment can be adjusted by the electronic telescopic rod 32 to adapt to the horizontal height of the contact line, and the electric threaded rod 35 can be adjusted to allow the linkage block 36 to slide inward or outward, so that the pull rod 37 changes the angle between the movable plate 34 and the fixed plate 33 for better monitoring. Since the infrared flaw detector 4 and the image recorder 5 carried on the movable plate 34 need to keep the infrared beam and the recording beam and the contact line level, they need to be adjusted at all times.

[0035] Specifically, such as Figure 2 , Figure 3 As shown, a servo motor 24a is fixedly connected to the bottom of the support plate 21, and a rotating disk 24b is fixedly connected to the output end of the servo motor 24a.

[0036] Specifically, such as Figure 2 , Figure 3 As shown, a connecting plate 24c is fixedly connected to the bottom of the sliding block 23, and a connecting rod 24d is rotatably connected to the outside of the connecting plate 24c. The connecting rod 24d is rotatably connected to the outside of the rotating disk 24b.

[0037] In this embodiment: by starting the servo motor 24a to drive the rotating disk 24b to rotate, the connecting rods 24d on both sides of the rotating disk 24b pull the connecting plate 24c, and the pressure gripper 22 carried by the sliding block 23 at the top of the connecting plate 24c moves inward at the same time, thereby completing the clamping and fixing of the pressure gripper 22 on the inner slide plate of the bearing bow head 1.

[0038] Specifically, such as Figure 2 As shown, an infrared flaw detector 4 is fixedly connected to the top of the left movable plate 34, and an image recorder 5 is fixedly connected to the top of the right movable plate 34.

[0039] Specifically, such as Figure 1 , Figure 5 As shown, an upper arm 6 is movably connected to the outer side of the bearing bow head 1, a base frame 7 is movably connected to the bottom of the upper arm 6, a guide rod 8 is fixedly connected to the top of the base frame 7 and the bottom of the upper arm 6, and an insulator 9 is movably connected to the bottom of the base frame 7.

[0040] In this embodiment: the infrared flaw detector 4 can detect flaws in the entire contact wire, and the image recorder 5 can record images after the infrared flaw detector 4 records the damage. The upper arm 6, the base frame 7, the guide rod 8 and the insulator 9 cooperate with the inner running system of the bearing bow head 1 to assist the train operation and support the monitoring equipment.

[0041] Working principle: Before the train moves, the support plate 21 is lifted manually or by other auxiliary equipment and positioned below the sliding plate inside the support arch head 1. Then, the servo motor 24a is started to drive the rotating disk 24b to rotate, causing the connecting rods 24d on both sides of the rotating disk 24b to pull the connecting plate 24c. This causes the pressure gripper 22, carried by the sliding block 23 on the top of the connecting plate 24c, to move inward simultaneously, thus completing the clamping and fixing of the pressure gripper 22 to the sliding plate inside the support arch head 1. After installation, the distance between the support bases 31 on both sides of the top of the support plate 21 can be adjusted by adjusting the electric bidirectional threaded rod 25. Because the sliding plate is in direct contact with the contact line, the monitoring equipment on the top of the support base 31 can be closer to the contact line after the distance is adjusted by the electric bidirectional threaded rod 25. This allows for better monitoring. The height of the fixed plate 33 and movable plate 34 carrying the monitoring equipment can be adjusted via the electronic telescopic rod 32 to adapt to the horizontal height of the contact line. The connecting block 36 can be slid inward or outward via the electric threaded rod 35, causing the pull rod 37 to change the angle between the movable plate 34 and the fixed plate 33, thus improving monitoring. The movable plate 34 mainly carries the infrared flaw detector 4 and the image recorder 5. By constantly adjusting the angle, the infrared beam and the recording beam can be kept flush with the contact line. In summary, during train travel, the infrared flaw detector 4 and the image recorder 5 are fixed to both sides of the contact line via the carrying plate 21, enabling flaw detection and recording during travel, completing the recording of the entire section.

[0042] The above are merely preferred embodiments of the present utility model and are not intended to limit the present utility model. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A safety monitoring structure for overhead contact lines of railway trains, comprising a bearing bow head (1), characterized in that: The outer side of the bearing head (1) is movably connected to the mounting mechanism (2), and the top of the mounting mechanism (2) is movably connected to the adjustment mechanism (3); The installation mechanism (2) includes a support plate (21), a pressure gripper (22), a sliding block (23), a drive assembly (24), and an electric bidirectional threaded rod (25). The support plate (21) is movably connected to the outside of the support bow head (1). The pressure gripper (22) is slidably connected to the top of the support plate (21). The sliding block (23) is fixedly connected to the bottom of the pressure gripper (22). The drive assembly (24) is movably connected to the bottom of the support plate (21). The electric bidirectional threaded rod (25) is threadedly connected to the left and right sides of the support plate (21). The electric bidirectional threaded rod (25) is threadedly connected to the inside of the adjustment mechanism (3).

2. The safety monitoring structure for the overhead contact line of a rail train according to claim 1, characterized in that: The top of the bearing plate (21) is slidably connected to a support base (31), and the top of the support base (31) is fixedly connected to an electronic telescopic rod (32).

3. A safety monitoring structure for railway train overhead contact lines according to claim 2, characterized in that: The top of the electronic telescopic rod (32) is fixedly connected to a fixed plate (33), and the top of the fixed plate (33) is rotatably connected to a movable plate (34).

4. A safety monitoring structure for railway train overhead contact lines according to claim 3, characterized in that: The top of the fixed plate (33) is threaded with an electric threaded rod (35), the outer side of the electric threaded rod (35) is threaded with a linkage block (36), the top of the linkage block (36) is rotatably connected with a pull rod (37), and the pull rod (37) is rotatably connected to the bottom of the movable plate (34).

5. A safety monitoring structure for railway train overhead contact lines according to claim 1, characterized in that: A servo motor (24a) is fixedly connected to the bottom of the support plate (21), and a rotating disk (24b) is fixedly connected to the output end of the servo motor (24a).

6. A safety monitoring structure for railway train overhead contact lines according to claim 5, characterized in that: The bottom of the sliding block (23) is fixedly connected to a connecting plate (24c), and a connecting rod (24d) is rotatably connected to the outside of the connecting plate (24c). The connecting rod (24d) is rotatably connected to the outside of the rotating disk (24b).

7. A safety monitoring structure for overhead contact lines of rail trains according to claim 3, characterized in that: An infrared flaw detector (4) is fixedly connected to the top of the left movable plate (34), and an image recorder (5) is fixedly connected to the top of the right movable plate (34).

8. A safety monitoring structure for railway train overhead contact lines according to claim 1, characterized in that: The outer side of the bearing bow head (1) is movably connected to an upper arm (6), the bottom of the upper arm (6) is movably connected to a base frame (7), the top of the base frame (7) and the bottom of the upper arm (6) are both fixedly connected to guide rods (8), and the bottom of the base frame (7) is movably connected to an insulator (9).

Images